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Yeah it's pretty crazy how complex it has become. After watching this clip it gave me a new appreciation for what you guys have achieved and also for being able to have the version of PCMTec that I have.

Yeah so as he says WinOLS is really beyond 95% (or more) of tuners. Generating definitions from scratch is extremely time consuming. For example there are 165 operating systems from 2002 to 2016 in the Ford Falcon. Each of these has to be defined separately. We have written our own decompiler that pattern matches several calibration that we have defined by hand against all of the others, this makes the process much faster, but you still have to write the decompiler. There is probably 2 years full time work that went into just that one part of the software. Basically this job gets harder each year as PCMs get more complex, different security (and checksums) and they add more and more advanced algorithms and tables. The current 2018 Mustang for example has over 33,000 scalars and tables. This is a compilation of 100s of engineers work over 20+ years. It is not really possible for one (or even several) people to reverse engineer and understand all of this. Sure you can reverse engineer and define the tables, but how they all interact and work is incredibly complex. Even calibrators who work for large OEMs who have access to source code and calibration guides struggle to understand how a lot of it works at times. This is simply because of the vast amount of code that needs to be understood. Often you'll have a full team of engineers, each working on calibrating only one part of the PCM, they often don't understand what the other ones are doing as they don't have the time to learn everything.

I haven't changed anything other than what i've previously screenshotted. This seem to be the key with post ignition fuelling when cold. I've lengthened the delay as you and roland have mentioned an pretty much eliminated the first stumble after start up. Switching to closed loop must lean it out too much compared to the cold fuel table. Doesn't mean i'm getting commanded but its not leaning out to the point of stumbling/missing. I'll keep plugging away but is much better.

Thanks for this @finnigan001 you can see this is where good old experimentation wins. These are the numbers I used in my BF with E85, starts first go at 5c° (as cold as it gets here). This is with ID1000s with 1-2% trims. With injectors with a poorer spray pattern you might need to go richer, same with if your injector slopes are out. If it gets below 0°C it will need further tweaking as I could never test it that cold. I also modified the following auF2325 cranking airflow auF0180 Cranking Lambda auF0411 cranking throttle angle auF0178 lost fuel Fuel base cold auF0173 Closed loop delay auF0162

the turbo has a smaller flapper for controlling boost, which is fine with a restrictive exhaust - however if you fit a higher flowing exhaust the boost is going to spike and increase as the std turbo cant release enough gas quickly enough. for reference i had a Ba Na motor with the turbo gear attached -so yeah higher compression... but with the 3inch straight through exhaust and connections straight to the std wastegate actuator (4.5psi) the car was easily hitting 8 psi of boost before we backed off (it was trying to go higher but we also ran outa fuel) lots of different ways to get around this, for the stock look you can port the flapper valve to a larger diameter (std is 33mm and common to port to 37mm) an external gate is a great way to control boost, ive personally installed turbo-smart 45mm waste-gates on both mine. The new gen2 gtx turbo with xr6 housing has the option for a pre ported 39mm exhaust flapper.

Live switching of the tune whilst the engine is running is now possible. To do this please download the new 1.21 beta from the website. Then you need to re-create your custom operating system by re-opening the custom operating system wizard, pressing next until the end to re-save. This re applies all the custom os logic to a fresh stock file adding the new functionality. Next step is to open "Cluster Configuration parameters for Custom Operating System" Next set auF100033 to 1. This will allow you to change the minor tune (2/3/4) whilst the engine is running. If you would like to also change the base fuel tune whilst the engine is running for a limited period of time you can also enable this by setting auF100034 to a setting higher than 3 seconds. This could be used if you are running dual fuels and need to idle the engine for several seconds at the petrol station to purge fuel (not recommended for most use cases). You can also change the dash sweep kph and rpm. FG is x100 so 26000 = 260 kph. BA/BF 260 = 260 kph. Here is a video demonstrating how to use the live tune switching

This is a guide to set up a ghost cam on a BF/FG. This involves understanding how the VCT system in the falcon works. NOTE. This is NOT emissions compliant. This cannot be done on a road car, it must be for vehicles that are used on a racetrack or a powercruise event etc. This is the same as using aftermarket cam shafts. The unburnt fuel will not be cleaned up by the catalytic converter and you will be releasing high levels of carbon monoxide (NOx should be quite low as it is running rich, not lean). Do not leave your car idling in a shed with poor ventilation. E85 is much safer than Petrol however it is still not recommended to breath in the gasses. Firstly the VCT works by the PCM calculating an intake camshaft position, it then adds the calculated overlap angle to this position to calculate the position of the exhaust cam. Eg: VCT_Intake_Cam = Calculated Intake position VCT_Exhaust_Cam = VCT_Intake_Cam + Overlap_Angle. Finally to confuse things the PCM then adds/subtracts from the intake and exhaust cam based on boost error. Note this in only in the FGs. This will not affect idle however it will affect your vehicles performance depending on how you have set up the boost control. To achieve a ghost cam we need to understand how the overlap angle is calculated. There are 3 modes of VCT operation cam source == 4 is Idle mode cam source == 99 is VCT Fault/Not Installed mode Cam source == 3 is power/full throttle mode cam source == 2 is part throttle mode. Now in idle mode the camshaft overlap is capped by the same table that determines the intake camshaft position, so you cannot achieve any overlap, the best you can do is set both the intake and exhaust camshaft to 50 degrees which will give you some lump. An easy solution to this problem is to force the PCM into cam source == 3 at all times. This means the main VCT tables are used at all times making tuning the vehicle much easier. To force the camshaft to use the main maps at all times simply set these scalars out of range to -1000 rpm. auF1079 (VCT Closed throttle disable RPM) set to -1000 auF1035 VCT Closed throttle enable RPM) set to -1000 Now to get a ghost cam the following tables need to be modified auF0115 (BF/FG) Maximum allowed overlap angle based on RPM and Oil Temp. Set the lower half of this table to 80 degrees Now we can change the commanded overlap at idle via auF16492 (BF) auF0116 (FG) Here you can see I have commanded 35 degrees of overlap at a TPS reading of 5, this means as soon as you touch the throttle the cam timing goes back to stock making car parks and low load no problem. You also need to modify auF16503 and auF0115 to have similar timing values in the low load/low tps cells. In this example I set 600 rpm to -30 deg to stop the vehicle from stalling, this will also increase the lope when the rpm drops low as the decreased overlap will kick the rpm back up again. I changed auF0494 (BF) auF16487 (FG) (TPS) axis to 5 in the lowest cell, this means you keep the commanded overlap when hot/cold. Finally I suggest increasing your idle rpm to 1000 rpm to avoid stalling. In the FG there is an overlap adder for speed density auF2260. You will need to put smaller values in the 30 and 60 degree overlap cells. This will clean up the idle fuel trims Beware that if you command too much overlap you will foul your plugs and the car will misfire until they clean up. 35 degrees is quite a lot and I would only recommend this as gimmick not in a daily driven car. Here is a video of what the above settings will sound like. As you can see low speed reversing etc is not a problem. Edit: This is possible to do on a BA if you use HAAT3VC or possibly HAAT2xx as these are the late model FPV BAs that had independent cam control. Edit 2: You can increase the lope quite dramatically by modifying this table (auF11706). 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. In the 5.0 Coyote v8s we have found the figures below tend to give quite a good result without even touching the cam timing. There can be a hesitation when transitioning from idle to throttle, so you may need to add timing to the low load main spark map to help the transition. In the 6 cylinders the numbers don't seem to affect drivability much so you can put silly figures like above without issue. 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. Here is an example of the required tables in a BF to add ghost cam to to tune 4 only if utilising the multi tune functionality. Value files now available for FG and BF

Anything else like this please post a bug report as well. Often people have issues for months and we are unaware they exist as no one tells us. The more information you guys give us the better!

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.

It is listed above in the post by darryl. Map intercept at zero aircharge is the one you want. The intercept is the c part of the y=mx+c equation, otherwise known as an offset.

Hi mate, you can search by name as well. Even a partial name will start to bring up a list of tables etc that you can look through and choose from.

I like it. I'll put it on the list.

Set up everything required for flat shifting then you can set your limiter where ever you want. Using the multi tune with launch control is MUCH more flexible though as you can simply set the main spark map to -30 etc. It is super easy to do if you follow the guide.

Allgood mate used the ones off the forum posted and trimmed from there. all sorted now cheers

We are the only company who has mapped these parameters to date, so we need to recoup on our investment which is why we don't put everything in the professional version. There needs to be an incentive for people to pay full price.

When writing the PCM it triggers a "hard reset" which clears the long term fuel trims and various other learnt values like idle airflow adders etc.

Already an option! Change the file type when saving to csv or rawcsv (no interpolation with exact timestamps as received only). Personally I use it primarily so I can view the logs as a scatterplot in megalogviewer HD.

That is where it gets difficult! if you are curious this is what we have to decipher to do the writeups we do. You can see how it would be extremely error prone as well and a lot of the time brute force trial and error with lots of logging is quicker than us trying to follow the code. We can however quickly see which scalars/tables are used in a calculation from the below logic without actually reading the code. Here is a small snippet of the speed density logic (in total its about 100x longer than this screenshot).

Nailed it. That's as good as you will get.

This is what I've done in hp tuners back in the day. I've used the "cold enrich decay" to add fuel at startup for about 20 seconds. Try 0.1 across the board at zero seconds interpolated down to 0.01 at 20 to 30 seconds. You might want to go through your "fuel base cold" table and add a bunch there too as it is fairly lean when stock. There is a table called "cold enleanment" that appears to counteract the cold base table but I haven't used it. Depending on how cold the weather is and how much ethanol is in the mix you might want to extend the time that it takes to swap from open to closed loop (base fuel enable time). All of that is in the Fuel>Open loop/Base tab. The cranking fuel should be fine as it is very rich anyway. It is in the Fuel>General tab. But yeah I haven't played with it yet in PCMTec so gimme a couple of weeks and I either will or wont have anything else to add regarding e85 cold start.

I spent months trying to get cold start right on these things, not the first time iv found a table working backwards probably not the last. Got them starting first time every time on e85 now even on -2 mornings.

We are happy to announce the multi flash tune (MFT) functionality using the cruise control paddles is now available. The MFT system is only available to users with the Workshop package. First we recommend you watch the demonstration of the MFT functionality here if you have not already. This demonstrates how to change the tunes using the cruise control buttons with a brief overview of what the system can be used for. Tune Layout There are 10 tunes which are switched or interpolated between depending on the setup. Base Tune (tune 1) The base tune contains all the major maps that will be toggled when you switch fuel. There is one for E85 and one for 98 Then there is tune 2. When tune 2 is selected the following maps will be switched out of the tune 1 to make a resulting tune that is a combination of tune 1 (base) and tune 2. Tune 3 and tune 2 have identical maps 2 by default. These can be used for multiple boost levels, different cam timing or different fueling. You can add other tables to these tunes if required using the wizard. Then there is the launch tune which is selected by holding the cruise control paddle down. The launch map has the following tables by default. Typically you would run low timing (-15 to -20 degrees), rich fueling of ~0.75 lambda, 30-35 degrees camshaft overlap and a modified duty cycle to ensure no overboosting. No Flex Fuel In the example of a vehicle with no flex fuel sensor you will first select the fuel via the kph on the dash when in edit mode (85kph for E85 and 0kph for 98). This selects the base tune. Then you select the minor tune (1,2,3,4) via the RPM, this selects the boost level etc. From this combination you can create E85 valet, E85 low boost , E85 high boost and E85 ghost cam, 98 valet, 98, low boost, 98 high boost, 98 ghost cam. Finally the launch control tune which could be used for normal launch control or an overboost scramble function. Flex Fuel In the example where you have a flex fuel kit installed the only difference is you cannot select the base tune from the kph edit function. Instead the kph will simply reflect the ethanol % from the sensor. The operating system will then interpolate between E85 base tune and 98 base tune based on the blend curve defined (same as the legacy flex fuel kit). Instructions for E85 valet, E85 low boost, E85 high boost, E85 ghost cam, 98 valet, 98 low boost, 98 high boost, 98 ghost cam. Create a stock file. First you need to create a stock operating system, this includes if the vehicle is already running a custom OS, you must make a fresh stock file. The following standard operating systems are supported. BA, BF, FG Mk2, FGX. If you have an FG Mk1 you will need to convert your operating system to HAEE3/4. This is due to memory limitations with the Mk1 which contains the 5R55 5 speed auto code which is PCM controlled. HAEE3/4 does not support the 5R55 hence it has plenty of free memory. To convert to HAEE3/4 follow the instructions found here. This will cost 2 extra credits which will automatically be deducted off the cost of the multi tune. Create the Custom Operating System Now to create the custom operating system you will need version 1.21 beta or newer. Once you have licensed and created your stock file go to "Custom OS Configuration Wizard" Please select "Multi Tune" then click next. If you are running a flex fuel kit please change "Multi Tune Type" to "Flex Fuel Sensor". If you are running a single fuel please change it to "Fixed Fuel". Then press next Now you can select the extra custom OS options such as "Resize spark tables" to use larger spark tables along with any other pre-options. Then press Next. Depending on whether you selected Flex Fuel or Cruise Control for the fuel type. You will see one of the two tables below. This is where you can add tables and scalars to the base tune. This is the tune that is toggled when you change the fuel type, if you have a flex fuel sensor these are this is the base maps which will be interpolated between based on ethanol content. You can add any extra tables or scalars here. Once you have added all the tables you required to the base fuel tune click next. This screen then lets you choose which tables and scalars you would like in the multi tunes. These tables and scalars are switched out with their corrosponding base tune scalar/table based based on the tune number that is selected from the cruise control buttons. Typically these are only small changes such as boost for tune 2/3/4. By default the required tables for ghost cam are added to tune 4 and extra tables are added to the launch tune. Once you are happy with these tables click "Check License and Proceed" A discount will then be calculated based on prior licenses for this vehicle. The total cost will be 10 credits. The resulting file will then be opened. See the pricing below for the full credit costs. Once the file is licensed you then need to set up the maps. This assumes you already have a 98 base tune and E85 base tune for the vehicle. First you will need to compare against you known working tune and copy the E85 tune into the E85 base map and the 98 tune into the 98 base tune. Live Tune Switching First step is to open "Cluster Configuration parameters for Custom Operating System" Next set auF100033 to 1. This will allow you to change the minor tune (2/3/4) whilst the engine is running. If you would like to also change the base fuel tune whilst the engine is running for a limited period of time you can also enable this by setting auF100034 to a setting higher than 3 seconds. This could be used if you are running dual fuels and need to idle the engine for several seconds at the petrol station to purge fuel (not recommended for most use cases). You can also change the dash sweep kph and rpm. FG is x100 so 26000 = 260 kph. BA/BF 260 = 260 kph. Here is a video demonstrating how to use the live tune switching Launch Tune Setup See the launch tune setup thread here: Tune 1 Valet Set the boost duty cycle table to 0 in both 98 and e85 tunes Modify your spark timing to suit 91 fuel in both tunes. Tune 2 low boost Modify your boost duty cycle to suit low boost in both tunes Tune 3 high boost Modify your boost duty cycle to suit high boost in both tunes. Tune 4 ghost cam Modify the VCT enable/disable scalars to -1000 (see the ghost cam thread for details) Modify the VCT overlap and VCT max overlap tables to command 25-30 degrees overlap Fixed Fuel Guide and explanation coming soon. Pricing The total cost for the multi tune system is 10 credits ($500 ex). If you have previously licensed the file you will be only charged the difference (plus the workshops labour). The preliminary pricing of the various custom operating systems is as follows: Standard Custom Operating System or Legacy Flex Fuel OS: 5 credits ($250) Boost by gear/speed. TMAP switch over logic (to allow for a 4-5 bar boost sensor and a standard TMAP sensor). Speed density map vs rpm (for vehicles with a locked camshaft to create a traditional VE style tuning map). Flat shifting TPS enable setpoint (allows manual flat shifting with injector cut out) IMRC output runner control (for nitrous or staged fuel pumps which will turn on at a specific rpm and load. Flex Fuel OS or dual maps via external input: 7 Credits ($350) Includes all features above. Dual maps (base e85 and base 98) which are interpolated via a flex sensor or switched by an external voltage input. Multi Flash Tune via the Cruise Control Buttons (MFT) Includes all features above. Launch tune via cruise control paddle 4 selectable tunes via the cruise control buttons Caveats As part of the MFT system the vehicle performs a dash sweep when the ignition is turned on. The RPM and KPH sweep causes the BCM (body control module) to believe the car is moving, this then activates the low oil pressure alarm and the seatbelt chime. We are working on masking the low oil pressure and charge fault alarms. The seatbelt warning chime can be disabled via Ford IDS, we are investigating to see if we can disable this via the editor, otherwise anyone with Ford IDS can do it for you. These alarms will only occur if you turn the ignition on and do not start the car. IMPORTANT: You must disable "Drive away locking" if you use the MFT in an FG/FGX. This is due to the fact the dash sweep will make the BCM believe the car is moving and lock the doors. This could result in you being locked out of the vehicle. For those of you who don't have a factory dash and want to use the MFT there are a few options discussed in the guide below.

We just had an email from a customer asking for clarification on a few things. These are common questions so I'm putting the reply up here in case it helps anyone else in the future. In regards to the multi tune, is there a Parameter file that is available that sets up the multi tune with correct tables etc like a template ? By default the Custom OS wizard already adds typical tables such as spark/fuel/boost. when creating a multi tune say i go through and make one for my car but later want to add more tables etc to different tunes or change it around can this be done ? does that cost me credits again or as that car has been licenced already i have the ability to re create Multi tune over at no cost ? You can re-open the wizard as many times as you’d like to add/remove tables and scalars. It remembers all previous changes so it is quick and easy to do.The credit charge is per OSID, PCM Serial and PCMTEC username. Once you have licensed a combination you can re-make the file as many times as you’d like, all you need is a read from the car to start from scratch, or your custom OS file and it will automatically re-patch the file with the new tables. With Multi Tune the dual fuel 98 / E85 if i set both fuel charts up for 98 can i then have 8 Tunes in my Car ? Yes if you set the Stoich/Alcohol lookup table entirely to 14.64, then you could have 8x 98 tunes. Technically its 10 if you count the launch control tunes. Launch control is this a completely separate tune file or does this sit in the background being if you pick a high boost tune then pull the paddle on it has launch control then reverts back to the high boost Tune etc, or is launch tune only available on the one tune then you have to setup the boost etc in that one file? Think of launch control as tune number 5, it is activated only when the cruise control button is held in. Eg if tune 3 was selected, then you held in cruise control tune 5 will be selected momentarily, once the paddle is released it goes back to tune 3.

https://theknockbox.com.au/looms/ford/ BA/BF TO FG 6 Cyl THROTTLE CONVERSION LOOM-FD-010-LY03

Yes can confirm the adaptor cable you can buy will work I'm running the FG Plenum and FG throttle body on a SY2 Territory adaptor cable plugs straight in and works no issues at all

just having a flick thro the manual now. two points caught my eye * i think i used a shorter bung, may double check. A 1” bung (provided in the kit) will best protect the sensor. When fully threaded, the sensor’s tip will sit flush with the inside of the exhaust piping, this does not adversely effect the readings. * as puff said : Do not pre-warm the sensor before starting the engine, start the engine as you normal would. Allowing the sensor to pre-warm before starting the engine will increase the possibility of damaging the sensor from shock-cooling. - Im pretty sure having the wide-band controlled from the factory ford o2 will remove any possible shock loading

The way I avoid cold shocking the wb sensor is to not let the sensor heater warm up before I start it. Just get in, let the fuel pump prime for a second and hit the starter. I'm pretty sure I read that in a wb instructional manual.

Perfect answer, i thought could use one or the other but wanted to clarify.

Made my own harness for next to nothing and can confirm it works. Now to make the adapter plate with countersunk screws to have it reach the same thickness as a BA\BF throttle body anyway.🤦‍♂️

for anyone wondering in future, all ba and bf ecu accept vss in on b7 with source as oss and vid disabled. they also accept ac sine wave on this input without a module to convert it.

So I ending up installing the Shift Kits Australia ION controller https://www.shiftkits.com.au/shop/ba-bf-ion-4-speed-tiptronic-full-manual-controller/ So once having done that and knowing for sure I was getting 100% line pressure I gave up on the software tuning side. I think to seriously go down that path you would at least need the Professional version of PCMtec as I felt a lot of the relevant parameters were possibly missing in Enthusiast version. If you don't wanna go the manualised route, I suggest starting with setting the s5 table to -500 as I have mentioned above and purchasing the Pro version of PCMtec. You'll quickly figure out why there is no info on this subject though haha. I think post people come to the same conclusion, full line pressure mod. Especially when you can buy a non turbo box for $200 and certainly seems to cope with a lot of abuse. As for the controller it solves many problems, there's no safety protection for down changes which is good for drifting (what we use the cars for) Full line pressure seems very manageable on the street and as a daily with a manualised box, keep revs low or keep load high for a smooth gear change. Personally I much prefer it manualised as there is no kickdown nonsense and with a modified xr turbo you dont really need it. My car has been running 650cc injectors, fuel pump, monza intercooler and 14psi plus a trans cooler with this controller and a E series BTR box and despite the absolute thrashing we give it, is holding up great. (3rd gear burnouts, stalling the trans at the lights for 10+ seconds, brake boosting etc) Downsides are, it really could do with a gear indicator. Sometimes you lose track of what gear you're in. Never really a problem with a turbo cause it'll take off pretty quick in 3rd lol. But forget getting your girlfriend or a work colleague to drive your car home haha, it's too hard to explain unless they are into cars. Obviously as there is no change down safety you could change down to 1st from second at high speed and destroy stuff, personally haven't had that problem. It costs $350. And also you need to already have PCMtec to disable the transmission logic otherwise the car will go into limp mode. The shift pattern is [1st-2nd-3rd-3rd with lockup-4th-4th with lockup] which is pretty much asking for an accidental full boost gear change into 3rd gear lockup and whilst my 3rd gear lockup still works, it feels pretty wonky sometimes. If anyone wants to pick my brain further, tag me in this thread like Roland has and I'll get an email notification and come reply to your questions!

I don't have a vehicle with a ZF to test with but there are several scalars in the ZF that look promising. Connect to the TCM and browse through the various shift map related scalars. Here are some ones that look interesting. WT_RWK_SKNR - Actual Number of used shiftmap schaltcode - Current active shift (code) SKL_lastID - ID of used shift pattern SKL_PROG_KENN - Actually used shift pattern

Have you adjusted the cold base table? Also check that the open to closed loop delay is set for 30 seconds or more so it stays rich for long enough to warm up a bit without stalling.