Roland@pcmtec

It is highly unlikely to be successful due to the fact ford never made such a vehicle. We highly recommend sticking to combinations that were made and sold by Ford. You may find a way to make it work but most likely you'll have a car with no ABS that is stuck in 3rd gear limp mode. Either find a full donor vehicle including BCM, cluster, ipc, abs, pcm and all looms or look at simply selling the vehicle and finding a turbo. It'll save you a lot of time and money.

Basically comes down to if they have the clutch switch input driver or not.

There is no fuel pressure sensor from the factory, however you could easily wire an aftermarket fuel pressure sensor into a falling edge timer relay and pull the cylinder head temp circuit high to trigger a shutdown if you wanted. Cost you about $20 for the relays and wiring. Farnell sell TOFF relays.

There is not such thing as STFT it is simply the commanded lambda. LTFT is reset on a flash.

What does "cut in and cut out" mean

Yes it requires the professional edition to use the calibration merge.

You either need to start experimenting yourself or pay someone to do it for you. Happy to help if you give it a crack, post some logs up showing what you've tried, what doesn't work etc. I'm not going to do it for you. If you want someone to do it for you I can recommend some people.

A combination of spark retard and playing with the lambda.

Spark cut is not possible. You can make pops and flames however using a fuel cut.

The workshop edition includes a full list of all strategies, if you have the professional edition this is not available and you must know ahead of time the strategy you wish to use.

HPTuners uses a wizard for displaying/building those axis. Because of how they work using interpolation there is often 100s of ways to show exactly the same curve. Ford like to use the least amount of cells as possible to display an axis. Eg if the axis is a straight line between 1000 rpm and 6000 rpm, then you can display this using only two cells. The benefit here is the PCM only has to iterate 2 cells to find the rpm point saving CPU cycles. Sometimes people need more resolution in certain parts, so they modify the breakpoints to add another column, if you do this, then you must rescale all the related tables. We recommend reading this if you haven't already.

Depends what you mean by easy. Might make more sense to pay someone to do it for you and be cheaper as well. You need to know exactly what strategy out of the 900+ there are ahead of time. Its absolutely doable but if you are looking for cookie cutter instructions there aren't any.

You'll need professional edition to change the strategy to a manual one. Editing an auto strategy attempting to make it manual is a bad approach as the car will have a high idle and rev hang due to the different dashpot settings.

With 30 deg of overlap you'll have a false lean reading due to unburnt fuel/oxygen going out the exhaust. So you actually want to run it a bit leaner at idle. One way to find the sweet spot is disable the closed loop spark feedback (gain of 0) and monitor your idle rpm, lean it out and when the rpm stops rising you have found the best combustion mixture for stability. Make sure your MBT/Borderline timing is flat across the idle rpm range for this test. You want the cam timing to go from 30 to -30 as quick as possible to induce the kick. Eg at say 650rpm you have -30 and at 700rpm you have 30, this will mean the cam swings back as fast as it possibly can when the idle rpm drops. You'll need to adjust the rpm breakpoints to achieve this. I have never had a single stall in our test car when cold hot or warm using the settings found in this file. Trims are within 1% without the ghost cam and the car is on E85 with ID1000s. Car cranks first go in 5c weather with E85 as well. So if you can get your normal tune as good as that it will definitely help. PCMFEGA as read.tec

What are your fuel trims doing? I find the best method is to disable LTFT when the ghost cam is enabled and make sure it's not super rich at idle. You could raise the -30 to 750 rpm as well so it undoes the lumpy cam quicker. Also if you add the spark oscillation to the mix (putting a large gain in the spark feedback gain curve) this also assists with stalling issues as it instantly pegs the spark at MBT timing when it starts to stall.

When its done and when its done. Could be anytime in the next month and next year, time estimates are basically impossible. 2.0 is finished but we are doing QA now and it all comes down to how many bugs we find and how long they take to finish, the other one comes down to a third party's time availability.

Have to wait for 2.00 Appreciate your patience!

I had a look and couldn't see what it was using easily sorry.

There will be a limit for P0325 where if it pulls max timing for > x seconds it throws the code. If you desensitise and don't adjust the limit then it wont throw the code.

How do you know its pulling timing? Can you post up your tune file so we can look at the spark tables and adders? Also do you have octane adder logic turned off? One that will catch a lot of people out is the tip in torque source which can pull timing if the turbo comes on aggresively. Can you do the log again with the spark adder set to high priority (right click and set high priority on it).

Definitely wont work.

No worries. When I need a break from programming and all the other stuff we do I don't mind coming on here for something different, the fact you could include logs and videos makes it something worth answering, sometimes we don't get a reply at all or people don't include logs and videos which usually makes it impossible to solve remotely. If I had all the time in the world I would be happy to do more support like this as I like solving problems, issue is we rarely do have the time. Good idea about the forum section. I'll look at adding something.

Thanks for the pictures Bill

So that begs the question if the throttle is shut how is it not stalling? I mean I've never done it on a v8 without an idle problem to compare, but it doesn't sound right that sucking/hissing sound. It sounds like something is sucking open.

I should have checked this first but your fuel source is cylinder cut. Can you add torque source to the log as well as actual throttle angle. You most likely have an ETC fault triggering the cylinder cut out. I would be betting money on the air leak theory. The customer had the throttle off and everything points to this. Could the throttle be damaged or the wrong throttle? Have you tried jamming the throttle shut and seeing if it still idles? They don't have an IAC valve, so it should stall, if it doesn't then it confirms the air leak theory.