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  1. the responsible adult in me thinks this is stupid. The rest of me is like, ducken hell I need my territory family car to throw flames like this.
    2 points
  2. With all due respect, HAER1UB is a junk tune. Any tuner who's had a good look at this calibration will see it for the crap it is. The ZF transmission calibration looks like it's been slapped together with the limited funding Ford had for development. Stick with HAEK4PE if your car is an auto, it's a much better calibration.
    2 points
  3. Version 1.24 is now available. This is a maintenance release. Bug Fixes: Data logging: Fix layout items not being autosaved/remembered in some circumstances Data logging: Fix "Empty File" error when opening datalogs saved in older versions (1.11 and earlier) Data logging: Fix incorrect items displayed during playback when scalars have been added in middle of a logging session MultiTune: Disable tune and fuel selection being available with the engine running when the Live Tuning scalar is set to 0 (False) Download from the website, ensure you are logged in first
    1 point
  4. My suggestion is to use knock ears and adjust from there. You can switch them off but you need to work out for yourself if it's the right thing to do. Needless to say, don't just switch them off because someone said it'll be fine. It might be fine and it might not be.
    1 point
  5. Open PCMTec and type in "knock sensitivity" into the search bar and it'll come up. The enthusiast version has the sensitivity tables and the professional version has the knock window variables as well. In my experience you don't want to reduce the numbers in the tables by more than 20% otherwise the knock sensors won't work. You can work out what the safe numbers are yourself if you are inclined, by using knock ears, logging and spending the time to dial the tables in entirely. In this regard it's similar to dialing in cam timing. You need to have free dyno time and know how to do it
    1 point
  6. There is no such thing as a stock VID block. All stock files have empty VID blocks as this is dependent on how the car was delivered. If you don't have a stock read of a vehicle with the correct VID block information this is unrecoverable and you will have to figure it out by comparing to similar vehicles.
    1 point
  7. Almost every wideband is going to output a 0 to 5 volt signal. Usually it is on a spare wire that isn't connected to the wb gauge. You connect this wire to the DLP8, which in turn is connected to your computer via USB. You can configure PCMTec to output a data channel based on whatever signal the DLP8 is seeing. So it goes; wideband=>DLP=>USB/PCMTec The first post in the thread shows you how to set it up. Have a read of this for what the DLP8 can do and how it works: https://www.dlpdesign.com/usb/dlp-io8-ds-v17.pdf
    1 point
  8. A8RG is the teartag. 8R29-14C204-ARG is the PCM strategy. HAEDGR2 is also another name for the PCM strategy but its the same thing. 8R29-7J105-CH is the ZF strategy that is suited to 8R29-14C204-ARG.
    1 point
  9. Hey Rowland. Thanks for the quick response. We’ll try this and see if we can get it how we would like. Thanks again
    1 point
  10. Eg your normal rev limit is: auF0144 RPM Limit The rpm limit is then extended by the value found in auF11698 for 1 second. Then if it continues to climb for any reason to the value in auF0133 (the hard cut) it will cut all injectors. auF0133 Enable fuel cut to limit RPM after this RPM point. Eg for 1 second the rpm limit will be 6150. After 1 second the rpm limit will drop to 6000. Eg it will bounce between 6000/6150 and 6250 using PID injector control. Eg cutting 1 injector, 2 injectors... all the way up to 6 injectors. If at any time it gets to 6250 the PI
    1 point
  11. If you aren't the actual tuner yourself then there is nothing you can change. It sounds like the rev limit hard and soft limits are set too far apart but would be impossible to confirm without seeing the tune file.
    1 point
  12. I can't remember the exact reason but i have read somewhere that BA sensor won't work in FG & visa versa. Might have been something to do with the pattern of the signal ie one uses square wave, the other doesn't
    1 point
  13. You need to compare your file against another file where the 2-1 bump isn't happening and compare any 2-1 shift settings. I'd be looking at shift times, slip times, pressures and the 2-1 shift/lock schedule. The easiest thing to do would to increase the 2-1 shift speed to say 10-15km/h and see if that makes a difference to the bump.
    1 point
  14. You'll need to include a lot more information than that to get any help. You'll also need to explain what you have tried, what worked, what did not work etc. Include datalogs showing what issues you are running into etc.
    1 point
  15. My stock ZF lasted 20,000kms behind 511rwkw in my G6ET on E85. Sometimes is luck of the draw..........
    1 point
  16. Update. The PCMTec will data log the transmission shift patterns. There are several PID's you can select, I believe H8405 will data log the actual shift pattern the transmission is operating in. The TCM uses many patterns during driving, depending on normal or sports mode, partial or full throttle, sports mode or other driving characteristics. I noted around a dozen different shift patterns logged during a recent logging session. It's been very useful having this data logging capability to enable the correct patterns to be adjusted as required.
    1 point
  17. You should have no faults and completing an adaptive drive cycle will not clear a fault. If the vehicle is registering a fault (Which it clearly is) there is a fault that requires attention and no level of driving will repair a fault, in fact driving the car may cause further damage.
    1 point
  18. Unsure of the answer however either way I would not recommend simply swapping the tune without putting it on a dyno. The sprint runs very rich (to protect the cat) and imo has too much timing. The F6 tune is imo a better base if you put it on a dyno.
    1 point
  19. I thank you sir. I've actually not tried the functionality in the new versions assuming this was still disabled/not functioning as desired. I've just retested and compared files and data and they are as expected. I cant express enough how much better this is for me Thanks for taking the time.
    1 point
  20. 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.
    1 point
  21. For anyone who is interested this issue was due to the memory constraints of the Mk1 FG operating systems, they can only have a smaller subset of features enabled as they control the 5R55 5 speed auto via the PCM which takes up a lot of memory. There are alternative operating systems available that will work in the FG Mk1 if required (providing you don't have the 5R55 transmission) or you can just use a subset of the custom os features (eg a slightly smaller subset of flex fuel tables).
    1 point
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