Roland@pcmtec

If you set a 50rpm breakpoint it would work. Eg normal timing at 6000 rpm and -70 at 6050 rpm. Then as soon as the torque drops off it will drop rpm, hit normal timing and effectively bounce around between that 50 rpm hysterisis. We do similar things with anti lag and stall converters, find the max slip rpm and set the spark retard to start exactly at that point. It works like a P only control loop and is actually a very simple and effective method to control torque. You can do the same with cam timing/fueling as well. Eg at 6000 -> 6050 go from 0.8 (or whatever lambda you are running) to 0.6. We are trialling a proper spark cut also. @Darryl@pcmtec is adding it as one last present for the Falcon Custom OS this year. I believe it is already working as a proof of concept, it just needs generalising across all OSIDs. Tuners will hate us for adding it, but I know you guys will love it. Just beware, this will break engines if you aren't careful, ignition cut can cause valve float and backfires through the intake inducing pre-ignition/bent rods. Your valve train needs to be upgraded to sustain it.

Send in a support ticket with attention to Kirby and he might be able to offer you something.

Once we have training material available it is on the list.

I believe you can control as many variables as you like. Forscan may not be flexible enough however from my brief look at the code you can control more than one IO (not sure what the upper band is)

flex stategies.csvI ran a query on all non zero strategies for the following auF IDs. Hopefully this is useful auF61356 auF61359 auF61358 auF61361 auF61357 auF61360 auF28820 auF28819 ~1200 strategies defined there.

2015+ you can lock timing and cam angles via Forscan and do live tuning on a steady state dyno that way. I haven't got the original video on my phone but its on our fb power users fb group how to do it https://m.facebook.com/groups/pcmtec/permalink/702717647594338/?mibextid=Nif5oz I can send you the can commands to trigger this if you wanted to do auto tuning. People would pay considerable money for this if it can lock a mapped point (eg vct angles) then tune each load site for MBT by sweeping the timing. Much simpler than having to rely on what hjtrbo has to do on the Falcon (they don't have built in IO control like the modern Fords do.

How are you going with this Corey? @CoreyG

Keep up the great work

Parameter files are already extensively used. Have fun!

This will be developed in the future (likely next year). For now you would be best off creating an excel spreadsheet to do these tasks. It is a highly complex task and we are actively looking for an appropriate person to write training material on this. We are software engineers and not tuners ourselves so we have typically out sourced this to experienced tuners.

Pinned the topic.

Click inside the compare window, eg click on any of the items in the compare window. Eg I've selected "Development" Then press ctrl + a Then press space Then press apply

You could press ctrl + a then apply all and save it as a temporary file, that would make everything go red that is different, however you wouldn't want to ever use that file.

Brazil mode effectively forces the AFR to remain "unstable" at all times. Eg it disables "Adaptive fuel control" and will disable the AFR from ever reach ing mature status. Eg it will never lock. I believe due to high humidity and water contamination this is the reason they use this (E100 loves to soak up water). I would not recommend using this feature on anything but a stock car that sits around with randomly changing fuel quality (despite not refilling the tank). That is my understand from reading the code. If you datalog MID33922 "Flex fuel sensor reading or inferred fuel type unstable flag" I believe will remain unstable at all times. auF61356 "Additional LBM of DFIfuel that must be consumed to allow stabilization of AFR " effectively is the amount of fuel retained in the DFI injection pump and fuel rail, it requires that this much fuel is consumed before considering what is being read by the wideband to be what is actually in the tank. What what I can see is this is always active/used. auF61359 "Additional LBM of DFI fuel that must be consumed to allow stabilization of AFR - large refuel" is the same thing exept for when you effectively go from an empty tank to a full tank. The code differentiates between filling a tank completely, and topping it up. You can tell if there has been a "refill event considered large enough to use auF61359" by datalogging MID02181 and seeing if its set to 1. The table that defines a whether a full refill or a partial refill has occured is auF30944 auF61358 is a total fuel consumption required value, eg regardless of DFI or port injection, this much fuel must be consumed, this is likely the volume of the fuel lines themselves. auF61361 is the same as auF61358 except for on a full tank refill as defined by auF30944 auF61357, auF61360 are the same as auF61356, auF61359 except for port injection. So you basically need to sum the 3 scalars to work out how much fuel needs to be consumed before learning occurs, if you had say for example zero'd out your DFI but left a value in this scalar, you'd never reach a condition which say you can start learning the fuel as it would assume that the DFI pump was still contaminated with old fuel (or vice versa for the rail/port injection). Same goes for the defaults of 0 in a mustang, it will likely learn too early and lock on the wrong value, especially if you have larger fuel lines/rails. Leaving them at 0 means they will likely start learning before the DFI pump has emptied, which is also likely not optimal. I would imagine setting these values similar to what you find in an F150 with factory flex would would return better results. However if you have a return system, then you'd want to tweak these values as well as the fuel will be dumped from the port system very quickly, I don't know enough about what people do with return style systems and DFI to comment on if this fuel would be returned to the tank or not. From what I can tell these values are indeed used in all calibrations and not calibrated out/disconnected as there are xrefs in the code to use them even in the GT500 calibration I checked (FHJJ2). So there is lots to tweak there depending on how much you've modified your fuel system, and also how much you've changed your DFI blending. As always testing is key, this information could be wrong (eg I made a mistake), I also only analysed the assembler in FHJJ2 (a GT500 calibration). It may change for other vehicles however I've found the GT500 has the most features "disabled" so it is a good one to start with.

I will go digging this afternoon when the little ones goes down for a rest. I believe from memory Brazil uses e100 which is often water contaminated, so they disable locking of the fuel content, or allow it to take longer mature. Could be completely wrong however we have annotated that part of the assembly and I should be able to get you a concrete a answer. Also I noticed someone (maybe you) mentioned some scalars were drastically different between the f150 and the mustang. I believe some logic is ifdefined out in the mustang so it is possible those scalar are not actually used (hence being zero). It could also be your lynch pin however. Would love to see your findings on here. We also have full canbus flex fuel in the works so this might be a better solution for you. https://fb.watch/lYhg6iotqN/?mibextid=2JQ9oc

If this is something you drive on the street then we can't condone this. But if you are using it at track meets etc why not just put a proper flame kit on it? Eg drill a hole in the exhaust with another injector/or even just a valve to let air in? You could do a vacuum controlled valve, so on decel the valve opens allow oxygen into the exhaust. Look up EGR valves from other vehicles, I suspect you could repurpose one from a wrecker for this quite easily. Basically you could plumb it up to induce an exhaust leak on vacuum (decel) to allow complete combustion. You might be able to find vacuum operated ones, or use a MAC valve to do the same thing. One other thing I forgot to suggest is cam timing. Play with the intake/exhaust cam timing and datalog it also (as in decel it may not follow the main map). Also you could potentially adjust the injector spray offset so it injects into an open valve, I'm not sure what this will do but it would be fun to play with. Most the tuners hate this kind of thing, as it gives the car enthusiast groups a bad rap, and it will attract police attention, so please only do this at track meets etc. Both. Eg try getting your ECT up to 110c by really loading the engine up for some time (eg drive with the brakes on etc) at high rpm. It will make a huge difference. Even just inducing an idle air leak (so it runs -30c timing at idle) will get your ECT up, terrible for fuel economy and generally everything, but it would work. You can go lower than -30c as well if you change the min spark clip. You could try really silly values like -90 etc, this might induce pre-ignition or combustion in the intake though, so beware. Also there is over temperature protection on the exhaust/cat, at least the turbo cars have it where they will run 10:1 after a really long high load run. Check that this isn't happening by datalogging your commanded lambda/LTFT. Extended rich conditions where it is not burning in the exhaust will dramatically drop the exhaust temperatures. If you want to get really hacky and don't want to fork out for the multi tune, you can wire your IAT to a switch to make the car think its extremely hot/cold and mess up the spark/fueling conditions. This is how people used to do anti-lag on a switch.

You need a lot of heat, but you also need excess fuel. Excess fuel will cool everything down, so its a bit of a catch 22. Being NA you are going to have far less heat than a turbo so what you want might just not really be easily possible unless you get the exhaust temps very high before hand.

There are various minimum lambda clips, I believe at 0.6 or 0.5 is the lowest it will command. These clips are likely all in the workshop edition. Negative values in a lot of tables are usually clipped or will crash the PCM (you'll see the dash reset) as they result in a divide by 0 depending on the calculation.

Then this will not work. It will flood the engine.

I'm sure you guys know what I meant. Add lots of fuel. By using injector slopes you get around all the min lambda clips etc

Multiply your injector slopes by 400% and put them in the launch tune. Hacky way but it would likely do something interesting.

Basically you'd set the dyno to steady state and target a load rpm cell, then adjust timing and log torque. You'll get a pretty curve as you approach MBT. Now you won't be controlling for ECT or IAT so you would probably want to heat soak the engine and do it in the worst conditions possible, then interpolate backwards. That is similar to how the auto tune features work on many aftermarket ECUs. You could do all of this on the dyno actually as most dyno will pick up timing via obd or you could use a clamp.

Here is the CAN spec DynoLog. I'm not 100% which dyno's this is used with these days but you might find it handy if you ever wanted to go down that route. AN-0015_DynoLog_To_ECU.pdf AN-0017_ECU_To_DynoLog.pdf

This is brilliant. Does the chip have CAN support? You could tie this into your dyno to make a MBT plot using an analog output or a specific CANID to do proper OEM style tuning. If you bundled this all up with a video and some documentation I guarantee you could sell this. All the modern 15+ Fords have IO control via Forscan so you can lock CAM/Spark timing and adjust it via a slider, however getting this data back into the dyno or datalogger would be brilliant as you could get a proper MBT curve per cell. Most common dyno's publish canbus output data and will accept canbus input. Well done.

UPDATE: Please see this thread for an update on the release of the CANBus flex fuel support for the 15+ Ford Platform. CAN Bus Flex Fuel Support using the Ford OEM stock computer with a continental flex fuel system being demonstrated using PCMTEC Custom Operating system. Contact a workshop here to find out more https://www.pcmtec.com/global-workshops This has a failsafe user adjustable ethanol content via the cruise control buttons along with: Variable RPM Launch Control Launch Mode / Rolling Anti Lag 10 Switchable maps on the fly with the engine running. Eg Ghost cam, variable boost, variable power, the list is endless. Supports the following vehicles. Mustang 15-17 (2.3T, 3.7, 5.0, 5.2) Mustang 18-23 (2.3T, 5.0, GT500) F150 14-20 2.7T, 3.3, 3.5T, 5.0 Ford Explorer 19-22 3.0T Ford Maverick Ford Mondeo Fr all of the data nerds out there, here is a datalog showing E50 -> E26 with the engine driving showing the trims working as expected and locking within ~2 minutes despite the DI pump and rail volume on a returnless system. On a return system we expect this to lock as quickly as the Falcon does. CSV Datalog TECLOG Format Datalog Reference design with BOM (bill of materials), wiring placement and recommended setup for those of you looking to DIY or build your own kits. e50 to e26.teclog e50 to e26.csv