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Showing content with the highest reputation since 06/03/2019 in all areas

  1. 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.
  2. 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
  3. 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
  4. 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.
  5. 3 points
    Merry Xmas ya bunch of Ford tuners 😘
  6. 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.
  7. 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.
  8. 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.
  9. 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
  10. 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
  11. 2 points
    Hey Guys, I do a few conversions (Auto > Manual, N/A > Turbo) and thought this info may be helpful to anyone interested in this type of thing. There are many variables that effect the outcome of a conversion and not all can be predicted but here are some that I have encountered recently and the way to effectively deal with them for your customers. It’s very important to understand that no single program can do all of this. You will be able to set some configurations with PCMTec however, as it was never designed for conversions some vehicles may require other software such as Ford IDS or Forscan. I’ll focus on the most common conversion I see, Auto > Manual. When converting from a 6spd ZF auto to a manual, it is important to note the engine wiring harness is different, obviously due to the necessity of the TCM in the auto. If the CAN bus is not bridged at connector C20, all CAN bus communication will be lost. Once you have everything connected and communicating correctly, you may need to configure the PCM, ABS and IPC. In some circumstances, just configuring the PCM may be enough but some vehicle functionality may be lost such as Cruise Control. The Parameters that is within PCMTec that can be utilized for an Auto > Manual conversion if you are using the original hardware and you are unable to install a manual OS (For Example HACCK with an ASU-222 PCM hardware) is as follows. This parameter is used to determine if the vehicle is an automatic or not. These two parameters are used to determine what transmission is fitted e.g. 4spd Auto, 5spd Auto, 6spd Auto, 5spd Manual and 6spd Manual. And the VSS Source parameter. Some other important VID Block parameters are Axle Ratio, Tire Size and Wheel Base Inches. All VID Block parameters need to be set for correct vehicle operation. I am keen for you guys to add to this list if there are any I have missed. If the vehicle hardware such as the ABS module are not designed to be used for the application, replacement with compatible hardware may be required for the vehicle to operate correctly. For example, an 7R29-2C405-AB ABS module cannot be used with a manual gearbox as the configuration simply is not available. If you are fortunate enough to have access to the Ford IDS software, some ABS and IPC configuration is available. Here are some ABS configurations (there are many more) and having this set correctly is imperative to the operation of the vehicle. Each model will have its own set of different configurations, imaged bellow is from a late model BF. And here we have the IPC configuration for the ABS module on an 2008 FG. Again, each model variant will have its own unique configuration. I would like to take a moment to thank the people involved with this work (you know who you are) and also thank the PCMtec team for their ongoing support.
  12. 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.
  13. 2 points
    Oh right, you've done a full FGX conversion. Why not just buy an FGX? 😆 Anyway yes those are Mk2 configurations however you need the exact config for that car. The workshop edition has a full strategy list of all ~900 calibrations, from that list you can figure out which diff ratio/gearbox is suitable. Otherwise the simplest method is assuming all the parts came from the same donor car (I hope so or you are in for a world of pain) is to simply use the calibration from that car as well (check the door tag). Have to remember that ALL modules must match and be from the exact same car for your swap to be successful eg ABS, Cluster, PCM and TCM. Even the cluster is different between a manual and auto, if any of that is wrong/mismatched you will have issues, most will let you start and drive the car, but your dash will be a christmas tree. If you have no idea what the donor car was or all the bits are from different cars then its unlikely you will solve this without burning credits randomly trying operating systems only to find that you have a manual cluster in an auto, or a non turbo ABS module etc. In that case I would recommend you pay to get someone like @Whiteford to sort you out.
  14. 2 points
    For shits and giggles: BA BF SX SY Falcon Territory CAN-IDs Lukeyson
  15. 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.
  16. 2 points
    While this works for the Turbo models, the shift burble isn't activated in the NA calibration (Territory). auF12216, auF10971, auF1338, auF10020, auF11419, auF11779, auF10533, auF11392, auF11857, auF11992 These are the parameters changed from stock to enable torque truncation and fuel cut during gearshift for my NA Territory calibration. I believe you cant just apply a turbo calibration to a NA calibration as the PCM hardware is different. The NA PCM does not have an allowance for the wastegate solenoid. I'm running an Eboost Street to control boost. I cant utilise the boost by gear and WG tables, that's a limitation using the NA PCM.
  17. 2 points
    Problem fixed. Ive reverted back to the stock HAEM1AF calibration and from there applied changes necessary for the engine and transmission. Copying the engine and transmission development parameters caused issues with the calibration. The Territory is now behaving like a stock Territory, albeit with a turbo engine. The gearshift burble from the FG turbo is functioning as well. I've found the parameter which enables this feature.
  18. 2 points
  19. 2 points
    The reason sometimes you see cars with poor results from a workshop is the shop is under pressure to get a job done in a few hours on the dyno. If the car has no issues and is using the same injectors and parts they have previously dialled in you can get a great result in a few hours. If you have DIYd half the parts and the shop runs into trouble with faults, or for example you are using injectors they have never tuned before they might spend half the tuning time just dialing them in. Then to get it really nice they really need the car for a week of cold starts and running at least 80-100kms on the car for the long term fuel trims to dial in. Unless it is their R&D car they just wont be able to do this for the budget they have been given. This is why I always recommend using parts the workshop has previously tuned and recommend, even if they may not be the best parts in your eyes, this way you know they have parameter files and base tunes that will get the car 90% of the way there, then they can spend the full dyno budget on really polishing the tune off. Regarding getting another DIYer to tune your car the issue you are going to run into is the hours most guys who self tune their cars are in excess of weeks sometimes. It is not profitable for people to spend that much time on someone else's car and you are unlikely to want to spend that money either. I spent probably the equivalent of 2-3 weeks full time tuning my car to get fuel trims at 0-1% along with perfect cold starts on e85 in 5c. If you have any IT background at all could consider learning yourself. Might set you back a few grand in equipment etc, but if you take the car to 3 or 4 shops you are going to spend this anyway.
  20. 2 points
    I've done similar to what Roland is suggesting (also a manual Barra GQ), I have an FG throttle, and have put the BF airflow numbers in it for idle. Has helped lots, but needs a bit more. I'm working on getting it to be better at pulling off the line - So messing with it further r.e. airflow may help more.
  21. 2 points
    Not yet but you can see the numbers in the chart itself. Just save and open the log and use the cursor and it will tell you. Otherwise save as csv and use in megalogviewer or which ever package you prefer. I started putting my notes at the end of this thread. I got it to 1.01/0.99 trims everywhere in a few goes. It's not hard, using the xlsx spreadsheet I put up!
  22. 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.
  23. 2 points
    You want to be looking at BLK spark at WOT if you have it. MBT wont be used unless it is lower than the BLK table(great write up in the HOWTOs, worth taking the time to read). Boost control looks good and so does trims.
  24. 2 points
    Here is a video showing how the spark oscillation sounds. VID_20190707_152753.mp4
  25. 2 points
    Well this morning I downloaded PCMTEC and did the programming myself. Using information from members like Whiteford, doing some more research myself in regards to the wiring (I did my best in every instance to get professionals or workshop data to confirm this aspect) and looking at data from a manual strategy was able to get it all up and going. The software itself is fantastic, a real credit to the team and given my experience would highly recommend it to any educated enthusiasts or any professional in the industry. It makes an unbelievable platform so much more powerful too. So impressive! Thanks again to everyone who has contributed. I'm going to go over things and document my work if anyone decides to take this on themselves. Regards, JT
  26. 2 points
    Hi Roland, I did two days of scanning on the car. (PS. had to use VCM Scanner, PCMTEC logger needs a bit of work - for another subject) I removed the downstream (after cat) O2 sensor and installed a AFR gauge. Disabled the logic in the PCM. I then started looking at the injector data and plotted some stuff in excel. Roland was correct in saying the High Slope and Low Slope are linked and any change to the low slope will impact fueling when using high slope. Here was my starting LTFT. At idle, cruise way too much fuel being pulled out. I started by increasing the low slope curve - which makes the system leaner. And found immediate results. However, around the mid section 1800-2200 rpm the car ran very lean. This made good sense from looking at the excel charts. So I pulled back the high Slop to correct - with some good success. However I am not too concerned with high load just yet. What I have found was under light acceleration the pinging actually got worse, than I had originally. AFR lean about 15.5. No matter what I did with the low and high slope this region was a bit of problem. Then I noticed the commanded injection pulsewidth was very close to the breakpoint. Hence this region needed to be richer. The only option I had was to move the offset as the higher RPM in closed loop cruise was perfect. In the end my settings went from: to The voltage offset was adjusted by 105% to get: So after about 1/2 hour of driving i have ended up with a LTFT histogram like this: STFT (ignoring the reds as it went to open loop at a few fangs. There is not enough counts but its a good start. It shows I have gone from super rich to mild lean at idles. This also shows my pressure regulator is doing its job with a walbro 460 up behind it (including an oversized return orifice at the pump - a must do). I am happy with the mid cruise areas for now. I have plotted some graphs in excel to tune in these settings. The car feels very snappy at the slightest touch of acceleration. I am working on the lean mixtures around 1800-2200 and boost pressure about zero (101kPA) just as the supercharger gets load on, seems to get lean for a couple of seconds until the ECU catches up. This i guess is where the accelerator pumps come in! As for the accelerator pump shots: Went from gain 0.1 to 0.05 as it slugged down at throttle impulse. Again - minor improvement to my lean issue around mid section vac-to-boost area. The transient seems to work but for a very short time. It still takes 2-3 seconds for the ecu to play catch up and richen the injectors. I got some data from a 5.4L Cobra S/C file from HP Tuners and had a look at their base fuel lambda table - interesting they run lower lambda much further down . My lambda table is: The Mustang GT500 (same engine but different compression ratios) is like this At 30-40% throttle and 1500-2000 rpm they target 0.95 lambda. So I will be trialling this after work today.
  27. 2 points
    You actually have 5, if you have no flex kit you technically have 10 tunes you can select from. E85 tune 1, 2, 3, 4, launch tune 98 tune 1, 2, 3, 4, launch tune If you have a flex fuel kit installed and you select tune 2, it will interpolate between e85 tune 2 and 98 tune 2 based on the ethanol content.
  28. 2 points
    There is an early beta available. If you have time and are interested PM me for a link. There are bugs and things missing so only if you have spare time as I don't want to waste any of yours. Cheers
  29. 1 point
    If there rest of your VID block is valid and the VID block is actually enabled (it is not always) then you definitely want to update the value.
  30. 1 point
    That is the maximum number and translates to 0xFF in hex. It means the value has never been set and your VID block is likely blank/wiped.
  31. 1 point
    This guide is superseeded by the new HAEE conversion wizard which will upgrade your operating system automatically for you. Please only follow the manual procedure if you have a vehicle which is not supported by the automatic conversion wizard. This guide is designed for Mk1 FG 4L I6 vehicles (V8 OS doesn't need changing) that are using an operating system other than HAEE3/HAEE4 and want to upgrade to a Custom Operating System with extra tables such as the MFT or Flex Fuel system. The reason the Mk1 FG's must be upgraded to this operating system is due to the fact that the early Mk1 FGs came with a 5 speed automatic transmission (5R55) which was controlled by the PCM and not via a separate TCM like the 6 speed ZF, this code is present regardless of if the vehicle is a Manual or 6 Speed ZF. As the 5R55 assembly code is very large and leaves almost no spare ROM within the PCM we have to upgrade the OS to one that does not contain the 5R55 code. Obviously this also means that only manual and ZF 6 speed Mk1 FGs can have the Custom Operating System enabled. Cost: Normally changing operating system would cost an additional 2 credits, in the case of upgrading to HAEE3/HAEE4 and then enabling the Custom Operating System an automatic discount will be calculated which will subtract 2 credits from the total fee to make up for the upgrade. If you are using the pre-release 1.21 beta version, then you will need to contact support to be credited for the upgrade. STEP 1: First step is to find an appropriate HAEE3/HAEE4 operating system to use as a base. As an example we will use the following file HAEDLM9. First we will locate this strategy within the calibration list (only available for workshop users under the calibration tools menu). In the calibration list you must first find your Strategy and look under the "HAED Conversion" column to find the corresponding HAEE3/HAEE4 OSID to use. If you see NONE_5R55 this means the vehicle is an actual 5 speed auto and conversion is not possible (though you would have already known this!). If you find HAEE** you can skip to STEP 2 If you see NONE_NO_READ this means we do not have a stock read for this vehicle. If this is the case and you do have a stock read for this vehicle please contact support and let us know! For these vehicles you will need to determine the HAEE3/HAEE4 strategy manually. First locate your strategy in the list and make note of the following parameters for an auto ZF (TCM Calibration Level, Axle/trans and tyre rev/mph). If you have a manual ensure the Auto Trans" flag, axle/trans and tyre rev/mph match instead. In this example we have 5, 68 and 812 Next we must find a HAEE3/HAEE4 strategy which matches the figures above. In this example we can find HAEE4U8 Note that you can utilise the filter editor to assist in this task (similar to that of excel). STEP 2 Now that we have located HAEE4U8 as a matching operating system ID we can use the stock file wizard to make a fresh stock file. Press "Create and Merge" then select your previous tune and save and license the resultant file (will prompt for 2 credits which will be discounted from the custom operating system license). Once you have created a fresh stock file, the next step is to import your previous TCM file (not applicable for manual vehicles) Do do this use the following option File -> "Import/Export ECM" -> "Import ECM" and select your previous tune. First ensure you press "No" to replacing the PCM Then press "Yes" to replacing the TCM Next save the file, open the change history/compare window and press "Load File" then select your previous tune. Once the tune loads press "Yes" to the partial load popup. This will ensure you only copy over changes to the tune YOU made. We are not interested in copying over all the changes Ford made between the two strategies (as there will be a lot!) as these may not suit the new operating system. Once the file has loaded we recommend manually reviewing all the changes and selecting only those which you wish to copy over. If you are sure you want to copy everything you can press "Ctrl + A" then "Space" to automatically highlight and select all changes. Then press "Apply" to apply these to your new stock tune. Now before creating a custom operating system you must flash this file into the vehicle and verify that the vehicle operates as it did before the upgrade. This means checking for any DTC codes such as ABS/DSC faults, ensuring the TCM is not in limp mode (stuck in 3rd gear) and that the cruise control operates. If any of these do not operate you will need to go back to the compare screen and select "no" for partial load, then you will need to review all the changes Ford have made between the two operating systems and make intelligent decisions of what could be causing your issues, then apply these values 1 by 1. Do not go applying all of the changes at once or you may cause more issues. Generally providing the axle ratio and TCM calibration level match, you will not have any issues. In the case where they do not match, you will need to manually review the files to ensure the vehicle operates as it did prior to the upgrade. Note: If your previous file was a custom operating system, once you have created a new fresh custom operating system, you will need to do a partial load a second time to review any tables that were missing in the previous compare (eg flex fuel tables etc).
  32. 1 point
    ive done plenty of barra swaps and sohc stuff off the barra ecu, v8 is something people have been asking about here and there but we wanted to sort the cam trigger stuff first to make full use of the ecu. appreciate your addition to all this, in one section of the manual it states 3v and 4v both have vct and the same timing setup, i didnt even catch on to it being incorrect. just need to add the TDC offset and i think it will be pretty usable on random swaps for a bit of fun.
  33. 1 point
    ba has vss out on b36 or you can just splice the speed sensor signal wire from the btr to the barra ecu at b7. the cam sensor wont trigger correctly as it will need the same trigger setup as a 3v. the water temp and tacho can be taken care of by the canbarra module.
  34. 1 point
    New datalogger beta is available on the website. Shortcut keys are documented here
  35. 1 point
    This guide explains the steps to replace a ZF transmission and upload you existing calibration to it. This guide requires that the replacement transmission is from the same vehicle. Eg if you have a BF you must source a ZF from another BF. If you have an FG you must source a ZF from another FG. If you attempt to put a BF ZF in an FG or vice versa you will have to replace the TCM/mechatronics in the box. Although the boxes are identical the real time operating system is not. The real time operating system is not written when you write the TCM hence you will end up with a TCM that is in limp mode if you do not swap it over. If you do not follow this guide and attempt to write your existing calibration to the vehicle will get a "Vehicle serial does not match" error when attempting to write the old TCM file. Step 1: Read the existing old TCM + PCM and save it to disk. Ensure you have ticked "PCM" and "TCM" within the flash read page. If the PCM/TCM was erased at any stage you can still do this step, but you will need to use recovery mode and manually select the PCM and TCM type from their corrosponding dropdowns. Eg for BA select Black Oak, for BF/FG select Spanish Oak. For ZF there is only one option, Ford ZF. Ensure this file is licensed. Save this read as "Old TCM + PCM.tec" Step 2: Install the new box ensuring the TCM plug is intact with no pins backing out (this is a common fault). Read the new TCM only by ensuring only TCM is ticked within the flash read page. Save this as "new TCM.tec" Step 3: Open the merge wizard via "Create Stock File/Calibration Merge" Select "Manually Merge VID/Serial" Press "Load File 1" and select "Old TCM + PCM.tec" Press "Load File 2" and select "new TCM.tec" Next press "Import TCM Serial from File 2" Press "Save File 1" and save as "New merged TCM + old PCM.tec" Now license the file again (will cost 0 credits to license the new TCM file) and write the file to the vehicle. A guide to replace the PCM can be found here:
  36. 1 point
    Wiring the DLP up was about the easiest thing I’ve done so far 😂
  37. 1 point
    I am just running the 0-5v output to input 1 and the guage ground to the gnd input
  38. 1 point
    So, to get open loop at idle or during deceleration, with no accel pedal input, you need to adjust load for open loop during deceleration table that I posted previously. This is a correction to what I said previously. If you just want open loop all the time and don’t want to tweak when it transitions, one easy way is to adjust the time delay for closed loop below: Just set the right side to 10 x 60 x 60=36000 for 10 hours and you will always be in open loop. I’m sorry I don’t know how/where these tables are labeled/located in your software.
  39. 1 point
    If you want silly stuff, set your minimum pulsewidth really high and disable DFCO. Car will stall and drive like crap but it will blow flames.
  40. 1 point
    HACD9C4.....from my vehicle FG 2008 G6 E-Gas
  41. 1 point
    You can also right click in the navigator and click "show changed parameters only". This will hide every parameter which is stock.
  42. 1 point
    Hi effxr6t, You can reduce the number of parameters shown by opening a tune and using the View Menu: For example you could un-tick Professional, Workshop and OEM Areas and there will be a reduced set of parameters to edit. You should be able to do most of your tuning with these parameters. With regard to separating the Editor and the Scanner we are looking at that as an option.
  43. 1 point
    Make sure these two numbers are equal. ZF03987 and auF1692. This refers to the "TCM calibration level. If not the TCM will go into limp mode. If they don’t match you can sometimes change the PCM scalar and it will work. You cannot change the ZF scalar though. This is not a full proof guide eg If the operating system ID is wrong, eg you have put a BF trans in an FG, you may not be able to get a matching calibration and you may have to resort to switching the mechatronics. Under calibration tools -> show calibration list you can view all the TCM calibrations and their appropriate TCM Calibration level. You can search/filter this list to assist in finding a matching ZF calibration.
  44. 1 point
    Here are some more useful DMRs to log. I am recalculating my injector slopes and this is what I am logging to do so. I'll do a write up on it when I'm finished ENGINE_SPEED Engine speed spk_load load used for spark table LAM_FINAL[0] desired lambda kamrf[0] long term fuel trim LBMF_INJ Fuel mass requested fuel_pulse_width Pulse width wot_ol_flg open loop tp_rel TPS vspd vehicle speed cam_angle[0] Intake cam position cam_angle[1] Exhaust cam position map_air_0 Current speed density offset air_b3_n Current speed density slope
  45. 1 point
    Update You can increase the lope quite dramatically by modifying this table. This is the proportional gain of the idle spark feedback algorithm. By increasing it to 5000 it will toggle between min spark (-7) and max spark (MBT ~25 deg) causing even more lope. You can also set 600 rpm to -30 deg overlap, this will stop the vehicle from stalling and cause even more lope when the rpm dip as the decreased overlap will kick the rpm back up again. If you are using the multi tune to do ghost cam you can add the following table to the ghost cam tune to increase your idle rpm, this means the non ghost cam tunes can retain a completely stock idle rpm.
  46. 1 point
    ZF Shift/Lock schedule are the tables you want to modify. There is another thread on here that discusses the different shift maps. Be aware if you are running the stock lockup it will likely break with increased slip rpm and increased power over stock. Basically do not attempt to lock under high torque, either lock it at low torque and keep it locked or don't lock it at all. If you are running more torque than factory and it has not been modified be prepared to break it. Also this is second hand information as I have not personally tuned a ZF before, so don't take it as gospel.
  47. 1 point
    Think about it. 2 programmers for 1 year is maybe 250k How many F150s are sold each year? 1.1 million. How many other Fords that use this software? Maybe 4 million? How long does an O2 sensor last without the downstream sensor aging it? Lets say 2 years, how long does it last with the aging software? Maybe 5 years? $100 x 4 million = $400 million in replacement O2 sensors. Return on investment? Absolute no brainer. It isn't even a question of you can spend the money on something else, with that kind of ROI you could just borrow the money for the programmers up front and pay interest on it and still come out in front. It is cumulative as well, the FAOSC software was written in the early 2000s and still used to day, its probably saved them over a billion dollars since inception. They don't just do this with O2 sensors they do it with everything. They have a complicated airflow model that models the cooling affect of the fans on the engine in modern vehicles, this might take someone 6 months to model in tensorflow, then a programmer a few months to program it. But if the result is the fan turns on 10% less often, this means they can change the service interval for replacing the fan by maybe 10%, how much does this save them? Even if its a $5 part it is very easy to see the economics in it. This might also help explain why the software in a modern Ford is so damn complicated. There is usually a good reason behind everything you see, and that "good" reason is more dollars for the bean counters.
  48. 1 point
  49. 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/
  50. 1 point
    You can already do anti lag easily. There is a neutral deacceleration timing map (set this to 0 degrees). Disable DFCO, set large cam overlap at high revs and low load, then make 0% throttle 0.5 lambda at high revs. Instant muffler destroying fun. Even with two mufflers it is deafening.
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