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I bought a TTG just before the weekend - bring it home, fix a few little bits and pieces and then immediately downloaded the flash, saved it and compared to stock F6X. As far as I'm aware, engine wise they are identical and the difference in power is only in the tune - looking at the compare they haven't changed a lot between the two, with the major changes being running higher boost, with changes in all the tables you'd expect to support that, along with a slight change in scaling to the spark tables for the higher load values and new spark values for the higher load and to match the sca

Sometimes ? LoL never, i hear he’s a total butt stick O.P ..... Buy a stand alone Knock detection device, Hire a Dyno, Report back That’s the answer

That one is HACH4A5 i found that one on this page which has a few variations of territory turbo https://www.bulletperformanceracing.com.au/FPV-F6X-Territory.html Regards

I believe it is the amount of cylinders to cut. They change it on v8 and I6 models I believe. If it is 0 or 2 it will cut an even number of cylinders. If its 1 or 3 it will cut an odd number of cylinders. So as the torque reduction amount increases I believe it would cut 1,3,5 cylinders out if the value is 1. If the value is 0 it would cut 0,2,4,6 etc. I haven't checked but if you compare a v8 vs an I6 I would suspect it alternates between the two. Some of the logic Ford used was not very intuitive. I'm not sure why they use a number instead of a boolean flag for this. Rega

Here are some early screenshots showing the Datalogger version 2. This has map tracing, histograms/scatterplot and a new revamped UI. Here is an example showing a line trace over a spark multiplier map with a histogram showing min/max/avg spark values below. You can instantly create the histogram with axis pulled from a table by simply highlighting a section of the log and clicking add map trace. Here is a screenshot of the new UI which will show min/max/avg on the left hand side of the selected area. There is also a new scroll bar which shows the rpm trace making it easy to fin

Introduction The data logger is build into the PCMTEC editor, and allows you to seamlessly log your vehicle, and switch between the Nagivator and Flashing windows during a logging session, and then continue logging after reflashing and restarting the vehicle. Once the Datalogger windows is opened, and the vehicle ignition turned on, the data logger will automatically connect to the Vehicle PCM: Vehicles with a ZF automatic transmission can connect also the the transmission, using the 'Trans' button External logging for recording AFRs, boost pressure or other

it’s a reasonable effort Nathan and you’ve got a pretty quick bus indeed now ! I was going to post it on the turbo forum but here is as good as any and something you would be able to pre determine before a result... if you see a result, it’s damage done ( Potentially ) 14* on 98 with 23psi is pretty hectic but... but depending on the build, compression and a huge array of other factors ( that can always change ) it might be right. Knock detection will be screaming way before this and or any scanner KR activity as calibrated Knock detection does wonderful things for your eye

It’s Funny because i still don’t social media, still don’t think I’m missing anything hahaha You must be a fly on the wall today as i did clean the underside of a FGX XR8 5.0S/C before i fitted a new exhaust... OCD...something something

yeah exactly. the engines seen 22psi (by accident of course) but didnt pop. short of removing engine and pulling the sump to check ill just assume it has the skinny rods and be thankful one didnt exit on that over boost.

On the dyno I got 17 degrees into my built motor at 19psi and 98 octane before it showed any detonation. There was no knock at 16 degrees however I took it down to 13-14 degrees and it went from 370awkw to 350awkw. I'll be doing some more e85 testing on the dyno soon so I'll see how much it can take before it stops making power.

You need to enable auF0304 "Wastegate allow Max Duty Cycle on Shift" and set it to 1 for auF2714 to be used. If your car is oscillating whilst on boost when auF3002 is used, then it means you are likely getting knock with a constant spark adder (subtractor) being applied. Looking at your log I'm seeing the average at ~-3 degrees which should cause no duty change, however the actual spark adder for each cylinder could well exceed this explaining it. Log your spark adder for all 6 cylinders and see what it says.

Hi Dolan, can you check that all the tables and scalars you are editing are all in units of psi. The desired boost table by default is in units of inches of mercury (inHg) which is about double the PSI value.

Is the dead pcm from an XR8 auto sedan? I had to replace a dead one a few years back but couldn't get one with an identical code. I'm sure it was A3JA & we used an A3JC or A3JD. It worked fine. I was told the last letter represented a later calibration version. Roland or someone else with more experience may be able to confirm if that's right.

Ok thanks Roland, don't plan on changing the PCM or the OS ID, so I guess can start playing around. Want to learn the software while I have some spare time.

Then graph it against your wideband instead

Those are atrocious fuel trims. You are maxing out at the 25% limit. You need to be within 3% to have factory driveability. Follow this thread and rescale them to an acceptable level otherwise you are going to have hunting/stalling and all sorts of dramas.

Got it sorted, was just manual/auto switch causing the issue.

It is becoming increasingly common for customers to convert NA Falcons to Turbo. When the entire drive train and all modules are swapped this is relatively easy, the problem occurs when customers add a turbo to an NA engine swapping the PCM only, leaving the NA ABS module. Previously the advice was to source a turbo ABS module from the same vehicle, or attempt to reprogram it with Ford IDS which is fairly tricky. Recently there have been updates to Forscan which allow editing the ABS module as built data. As such you can change a non turbo ABS module to a turbo ABS module. One c

These are generally nightmare jobs. Have a chat to Brett at Custom Machine Works or Bill at Everything Barra. They have a lot of experience with conversions. https://www.facebook.com/pages/category/Automation-Service/Custom-Machine-Works-856789001022313/5 https://www.facebook.com/groups/billscustomlooms

Do not go past MBT. MBT is defined as when you stop making torque and start to go backwards. You need a load cell dyno to calibrate MBT accurately. MBT will be different depending on lots of things such as intake and coolant temp, there is no magic number.

I've confirmed it uses a hard coded constant of 2 seconds for the timer. You would need to user a timer relay with a TOFF delay to extend the prime timer. The other values are used for plant priming when the odo is < 100km or you demand a fuel pump test from IDS.

The drivers are the main reason we wouldn't, also 99% of automotive engineering software is also Windows based, so we find almost all of our customers have to use Windows anyway. We actually did look into porting the openport driver to linux so that we could develop an android app, however flex fuel and the multi tune removed the need for linux support. As we use C#/WPF for the GUI it would mean even with a linux driver the UI would never work. Cross platform software is difficult to do properly without compromises unfortunately. One idea that I have entertained is a web version of t