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Showing content with the highest reputation since 10/19/2018 in all areas

  1. 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.
  2. 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.
  3. 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:
  4. 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.
  5. 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
  6. 2 points
    Further testing required but to disable traction control in a MK 2 FG: Set auF0410 to Disable ETC Traction Contol : And set auF2495 to 0:
  7. 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.
  8. 2 points
    This is correct!!! I originally found 10 degrees gave the best pop on decel. Then I got carried away from other posts and I failed when using 5 degree or lower. 98 octane only works around 10 degrees on decel spark. Now I just got the crackles with 10 degrees even in Park/Neutral. Wohooooooo.... so awesome. My custom exhaust has no issue whatsoever lol. It was the decel spark and torque management. I am so grateful to Richard and Gelousi and most of all Roland who always finds time to help anyone in needs. Now I am a happy man. To sum it up, for octane 98 do not go lower than 9 degrees on Decel spark table. Tip-out and Decel must be zero. You do not need to disable DFCO for FGX model, just try CFC delay extended to 3-5 secs; Every things else in Coasting Fuel Cut off just left at default. As Roland said you need hi-flow cat or CATless and hiflow pipe (mine is 4") to produce the crackles and pops. This is just my finding from my car setup FGX ZF trans. Cheers everyone
  9. 2 points
    Here is a snippet of a response sent to someone enquiring about issues with their vehicle. The vehicle was an NA with unknown injectors and large camshafts, the user reported various drivability issues. The response covers why installing known injectors is a must and also why you should only install camshafts that a workshop has recommended or previously tuned. If not you are expecting the tuner to do weeks of work in a few hours, the result is the cars drivability will suffer.
  10. 2 points
    Yep. You can see that the extra pedal travel past the detent does nothing to the throttle opening when you look at your scanner.
  11. 2 points
    It was actually disabled last minute. We will have it enabled in 0.75 due to some fixes we had to put in place.
  12. 1 point
    You can also right click in the navigator and click "show changed parameters only". This will hide every parameter which is stock.
  13. 1 point
    There is a sensitivity map which is desensitised at higher rpm due to the increased engine noise. The knock system is not perfect and it doesn't surprise me that it misses real knock from time to time especially at higher rpm with an upgraded camshaft. The upgraded cam/valve springs are going to increase the valve train noise quite dramatically. I would look to invest in an aftermarket knock setup.
  14. 1 point
    Press "load values" and it will load it from the file that is open.
  15. 1 point
    Woohoo success! It wasnt the cable it was the usb port in my laptop, all good now though. On a side note i have just read the file in my car and it is telling me i have a checksum error. Any thoughts? Thanks for all the help and advice. Scotty
  16. 1 point
    Do a compare of the old strategy to new, its possible it was out of a vehicle with a different diff ratio. Compare will show everything. You can try different TCM calibrations for free (you get 2.5*PCM license count TCM licenses included) Just make sure the TCM OSID, diff ratio and calibration level match (make sure ZF03987 and auF1692 are the same number).
  17. 1 point
    If the car drives fine with no stumples, flat spots or hunting and your trims are 5% or lower then I would just call it a day as you will have a car driving better than almost every other aftermarket tuned one out there.
  18. 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.
  19. 1 point
    We are working on a new wizard that will actually let you pick and choose what tables go into the flex tune. This will be released with the cruise control multi tune functionality.
  20. 1 point
    We sure do! It even pulls the gear, diff and tyre ratios from your tune so it will match exactly what the tcm/pcm sees, no guessing required.
  21. 1 point
    Since the new update, the compare view is not working for the torque management settings, as in last version you could see current, stock and compare settings side by side, now it only shows the one table and you have to select from the drop down menu which view you want to see
  22. 1 point
    I did also notice when you close a compare file, the program freezes briefly but comes good in a sec. Might be a little glitch
  23. 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/
  24. 1 point
    Yes you can definitely improve things by tuning the TCM. I've not personally ever tuned a ZF so I can't tell you what to change. If it was me I would compare an XR6T to a Sprint or F6 and see what Ford tune from the factory to handle the higher torque levels, this should give you some ideas where to start. Otherwise hopefully some of the guys here can help.
  25. 1 point
    To achieve dual maps in the flex fuel custom operating system you can wire a switch into the second o2 sensor input (pin A37). This will require a custom operating system with "dual maps" enabled and "user configured voltage selection". Here is the “Blend Ramp” for spark. By setting 0.6 volts to be 1.0 ratio it means once the voltage hits 1.1 volts it will use 100% of the other spark table. Once the voltage drops below 1.1 volts (eg switch off) it will go back to using the normal maps. The O2 Sensor input can read a maximum of 1.60 volts, anything above 1.6 will clip. 5v is the limit of the hardware, above this you may damage the input, eg do not wire 12 v into this input. auF100010 Any maps you wish to disable or not use, simply set the following blend curve voltages. This will mean the the PCM only uses the original maps under all circumstances.
  26. 1 point
    What anti virus do you have? If you can export your Windows event logs from event viewer and send them to me I can see if there is a good explanation.
  27. 1 point
  28. 1 point
    Talk to crow cams, I'm sure they can help. edit: If they are already installed it isn't worth changing, as depending on the cam design it may not be easily achieved as the offset goes on the camshaft itself. This is more a guide if you were getting a camshaft ground it from scratch and wanted the best results.
  29. 1 point
    From the factory the Ford Falcon comes with a huge number of FMEM (Failure Mode Engine Management) modes. These are designed to protect the engine from failure when running in severe conditions or under a sensor failure. Some of the different protection modes from the factory are as follows: Boost restricted to spring pressure on intake temperature over temp. Boost restricted to spring pressure on overboost detection. Engine timing reduced on knock detection Engine timing reduced on high intake temperature Engine timing reduced on high engine coolant temperature Fuel enrichment on catalytic converter over temperature Fuel enrichment on exhaust over temperature Fuel enrichment on turbo over temperature VCT disabled on low or high oil temperature. A/C compressor shutdown on high engine coolant temperature Partial injector shut off on extreme coolant or oil over temperature Throttle/torque reduction on wastegate failure (overboost) Throttle/torque reduction extreme coolant or oil over temperature Boost restriction on extreme coolant or oil over temperature Complete engine shutdown on extreme oil over temperature MIL lamp indicator on any of the above failure modes. The following tables (not all) are related to the above failure mode protection settings. auF16463 (wastegate open loop FG) sets the duty cycle to 0.2 on over temp. auF0303 and auF0302 (FG) are the enable/disable setpoints for fuel enrichment to protect a turbocharger. auF16615 control the fuel enrichment for exhaust over temp. auF0196 will enable catalytic converter temperature protection auF0197 is the setpoint upon which to enable fuel enrichment to protect a catalytic converter Knock retard is controlled by various settings under "Knock Sensor" in the navigator. auF0278 / auF0277 CHT (cylinder head) Overtemp refers to the oil over temperature protection enable setpoint. auF1870 is the critical coolant temperature upon which the engine will be shutdown If you don't wish to shut the engine down but instead make it run on half the cylinders you can set auF1613 to a number less than 6
  30. 1 point
    Had a few people get stuck with these an an FG ZF6 (maybe the same on BF, unconfirmed). If you transplant the entire engine bay, trans and dash loom from a 6 speed manual into your auto vehicle you will have a much easier time wiring wise. If you keep the auto loom and do all of this there is a modification that must be done (and probably others but definitely this one needs doing). Now that you don't have the auto transmission C14 etc will no longer have the canbus loop seen here between 915A and 915B and also the loop between 914A and 915B will be missing. You now need to create the canbus loop between these wires on the back of the plug as seen in the photos below. Without this the canbus circuit is open and your vehicle will not run. Conversions are a headache so if you have any more information on what is required please add to this thread.
  31. 1 point
    Not a trivial process. There are many different combinations. We couldn't tell you what to do. Also afaik the turbo and na zf are not the same mechanically, I believe the torque converter is different and they have less clutch packs.
  32. 1 point
    Just found this out via another customer today. If you use the F6 file in a non F6 vehicle you will get a permanent low oil pressure lamp, this is as the loom is inverted in the F6, I believe this is something to do with the factory oil pressure guage that they run. To fix this fault you need to invert auF12646 and set it to 1. If it is set to 0 it will expect the wiring from an F6 to be present.
  33. 1 point
    Depends. If the vehicle is the same model and all the modules match up it will probably work, no guarantees though. If the modules (ABS, BCM, etc) don't match up you might be stuck with a DSC/ABS fault or other items that don't work correctly. Eg if you flash a BA F6 into a BA XR6T you get a permanent low oil pressure light as the F6 ran a different oil pressure sensor. If you know the strategy/catch code of the BF F6 you could do this with professional. There is a list of common strategies here, no guarantees that they are completely compatible. Otherwise the workshop version of the software contains a full list of all ~900 strategies which you could go through to try and find the one you want. Remember that you need to license each OSID separately. https://forum.pcmtec.com/index.php?/topic/105-common-strategies-and-catchcodes/ Personally I would just take the car to one of the workshops and get it dyno tuned.
  34. 1 point
    Sometimes it is just the simple stuff! Definitely recommend a smoke machine if you work on boosted cars regularly.
  35. 1 point
    At idle and cruise the cam angles work differently, you could try forcing the camshaft into power mode at all times as per the ghost cam guide. Then it will follow exactly what is in the main tables. If you are doing a full load run then the main tables will do everything you need. You will also need to modify the maximum limits depending on which way you are moving the camshaft. Check that all the appropriate max retard/max overlap tables are increased beyond what you are commanding. Also log cam shaft error as well, it is possible the VCT is failing to get where you are asking it to get.
  36. 1 point
    With closed loop enabled what are your fuel trims? That is a 3% error which is within the factory bounds. I would say everything is working correctly. If it is ok initially then changes later it is probably your cam angle changing. Log rpm, iat, ect, wideband lambda and cam angle. If cam angle changes exactly at the time lambda does, then you could fix it with the speed density offset table.
  37. 1 point
    Second fuel pump could be turned on with the imrc runner output. This wouldn't be tune dependent but rather rpm dependent. Will you be doing all of this yourself? It will be fairly time consuming to set up, but it this is a hobby car and you have the time I think there are a few solutions.
  38. 1 point
    Sounds like the compare is the way to go, thanks for the info
  39. 1 point
    Boost by gear is available on all operating systems. The only custom os restriction is the fg mk1 cannot have dual maps. However if you are not running the 5r55 5 speed auto there is a alternative calibration that cns be loaded into the mk1 fg that will allow dual maps.
  40. 1 point
  41. 1 point
    You can get it in park need to play with dfco settings it’s all in there very easy 29297484-00A1-48E2-8B7B-E13422D11053.mp4
  42. 1 point
    Issue is mainly time, if you have time to tweak and build your own setup the can turn out brilliantly. Pete L at Nistune built his own using refurbished noise cancelling comtag military headphones, was like your head was inside of the engine! Could hear knock amazingly well.
  43. 1 point
    Ok so for anyone else who wants to know what to do, this is what i did and works a treat. Calculate the difference between your current speed and actual speed. For me, my speedo was at 100, gps was at 102, so a 2% difference due to a larger tyre, ie. 275/35r19 instead of 275/30r19. In vid block scalers, find tyre size, should be 0.78 etc and minus 2% off this value. Reflash, and all good to go.
  44. 1 point
  45. 1 point
    I think he means that if say one of the torque management settings is a 0.5, dont put 0.6 or above. The values are fr9m 0-1, 0 being no torque management and 1 being max. Theres another thread that explains in further detail the order the torque management is carried out in the how to section
  46. 1 point
    yes that is true, ill keep testing?
  47. 1 point
    I have increased the numbers in the sensitive table in the high load areas and it has helped, decreasing it makes it worse. It’s like the discription is backwards, it’s the same with hp tuners as well.
  48. 1 point
    No flex. Only e85 or 98. Or you could do flex with a high low boost switch.
  49. 1 point
    Won't be possible as tactrix don't supply any api to do that. We've asked repeatedly but they never reply to emails about it. You can only use it with romraider and subarus.
  50. 1 point
    Have a look here mate. Darryl has done a write up about this.
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