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  1. My fellow PCMTEC tuners, I thought I'd take some time to write about my tuning experience regarding my FPV BF GT 290. I share this topic for public comment and also to see if anyone can gain something from my experience and possibly add things I may have missed. I bought the GT (my second one!) early November 2020, 30,000km done on a newby engine and the previous owner wanted big cams. I also point out the big cams - not needed for stock engines and unless you are doing 600+HP. They sound good at idle but have caused me headaches. I drove the car for a while. Idling at 1000RPM d
    2 points
  2. I'll put the reply here as well regarding poll rates. The way the datalogger works is you get 15 rapid packet polls, these update at roughly 50ms. Then every thing else after this is polled as fast as it can, eg if you have 16 items you are logging, the 16th item will still log very fast. If you have 60 items, the 45 items after the first 15 will log quite slowly, roughly once a second. We get a few 'freebies' that are broadcast data and always log fast irrespective of whether they are set to high priority. These are engine rpm, oil temp and a few others. This is something only we do
    2 points
  3. Yeah I've read all the posts. I don't think your issue is related to spring pressure or preload. In my experience a looser preload is much more controllable in regard to boost spiking. There is a good way to tune the wgdc table while still using closed loop and you can dial it all in fairly quickly. Basically the short version is; set the desired boost table, watch the under and over boost effect on the wgdc in the log and set the base table from there. Change the under and overboost settings before the min and max wgdc if needed.
    2 points
  4. I wouldn't waste your time with the eboost and I'd put whatever a tach converter costs towards getting a turbo pcm.
    2 points
  5. 2 points
  6. These forums is a good place to start. You need to start threads with pointed questions for a very specific task showing what you have tried, your results, what you expected vs what you got and what you are stuck on. Your question above is far too general for anyone to offer any assistance. If you truly do want someone to help you with all of the tasks, eg proper paid tuning training then this is something that various companies can offer however there are a few requirements. Wideband, knock ears, fuel pressure monitoring equipment and a dyno. Do you have access to all of the above? If so
    2 points
  7. Honestly it all sounds great and I think if you can put the time in it would work. I'd be happy to ask some tuners who might be willing to collect some data for you if you are serious. The only concern is this sounds like a year long PHD project. Do you actually have the time to do this? If you do we will do our best to support you as there are many other applications I can think of that might have a business case behind them if it can be done in a short time period.
    2 points
  8. Thanks heaps, that’s my problem haha.
    1 point
  9. Slightly off topic but it pulled 601awkw at 35psi with only 11 degrees of timing. The dyno room was 38 degrees so the iats were a bit high!
    1 point
  10. PuffWagon, it has been a long time but I thought I made the MAP switch point 4.15V and just below the factory MAP max Volts for the reasons you state. I remember the original 4.2 volts was awound 18.5 psi. I agree the max volts should be set to something over 5.0.
    1 point
  11. So yerp I got a solution now I reckon. After using my scaling, Daryl's scaling and Stathi from IMS scaling, I could see there was still an issue. There was advice to put the stock Tmap to 6V a while ago so I had done that. Also my voltage switchover to the 4 bar sensor was 4.2 volts. I put the stock tmap values back in and changed the switchover to 3.5V. The first run on the dyno today pulled 35psi with a desired boost of 20psi. After I changed the tmap range and the sensor switch point, it ran a total of 22psi with a 2 psi boost error...so basically normal. I've yet to look th
    1 point
  12. for notice, I have a fg TB and FG intake on a bf motor.. I noticed if I let it idle it would start hunting (rev up and down) but i knew the alt was not charging so figured it might be related. Last night was i able to get it to have some temp, iv started it numerous times cold no problem. Warm starts it would stall instantly. I noticed it was opening TB for start, then basically closing it.. commanding less than 1 percent blade angle. When holding the throttle down you could make it idle and the blade would be somewhere in the high 2, sometimes 3 degree mark. AUF0082 - open loop
    1 point
  13. Well done Beer That is what you would do for drag racing to ensure you never miss a gear change/put a safety margin so that the trans will catch a miss. Now I suspect you may find that this will not stop kick down for example if you try a launch in second on some cars. We have not worked out why this happens (two identical territories both with 77DA, one would kick down from 2nd to 1st on launch, the other would not). There is a work around for this but it is only available in the Workshop version of the PCMTec Editor and completely disables kick down. I worked with Stathi from IMS to r
    1 point
  14. Yeah it is a built motor with a 40 thou MLS gasket. Comp will be mid 8's. I've pushed about 480 through a stock bottom end and also had one let go at about 350.
    1 point
  15. The way the datalogger works is you get 15 rapid packet polls, these update at roughly 50ms. Then every thing else after this is polled as fast as it can, eg if you have 16 items you are logging, the 16th item will still log very fast. If you have 60 items, the 45 items after the first 15 will log quite slowly, roughly once a second. We get a few 'freebies' that are broadcast data and always log fast irrespective of whether they are set to high priority. These are engine rpm, oil temp and a few others. This is something only we do, other companies don't take advantage of these. If yo
    1 point
  16. 1.25 has been released and is a maintenance release. These fixes improvements are all in the backend to help us diagnose crashes/bugs and to resolve some specific user experience issues in the custom os wizard Improved error handling that allows some errors to be "ignored" so you can save your data instead of closing the editor. Resolve a freeze in the custom operating system conversion wizard under specific use cases. Disabled the "previous" button in the custom operating system wizard as this could cause customers to reset all their tables without their knowledge. User
    1 point
  17. It's all fairly easy to find. Tell them to search for LPG or under the ecolpi tree item. I don't think there is much extra you'll be able to get out of the system though
    1 point
  18. Could have overboosted and hit the overboost threshold. Hold it at 4k at steady state on the dyno for 10 seconds in tune 2 and see what happens.
    1 point
  19. He already owns and uses the eboost. You get the rpm signal from the negative wire on a coil, so it's a matter of connecting a wire and setting up the ebc. I'd follow up with the rpm based boost control first as it'll be a free exercise. Hell it might even work! If that fails then I'd consider buying another pcm, licensing and tuning it, as that will cost a lot of money very quickly. My 2c tho, do what ya like 🙃
    1 point
  20. Trust your knock ears as these do detect false knock. Check engine mounts and anything that could be vibrating.
    1 point
  21. Yes that is the correct value. I recommend right clicking on it and setting it to high priority when the vehicle is connected as well so you are getting a high sample rate. You can also log spark retard per cylinder as well to see if it's a particular cyl.
    1 point
  22. "I did notice auF0053 has engine coolant temp on both the x and y axis, but the description does say intake and coolant temperatures. I'm not sure if that is just an issue with my tuning file..." That is a weird one thanks to Ford. The axis is used for coolant temp AND IAT depending on which table you look at as the axis is shared. In auF0053 it is indeed intake temp vs coolant temp. In all other tables that axis is coolant temp. Ford throw lots of curve balls at you in these ECUs, this is one of the more curly ones.
    1 point
  23. Hi Everyone, I'm a data scientist by trade and have been considering throwing together a script that could aid in dialing in injector slopes, breakpoint and deadtime. The input would be a reasonable size datalog of AFR, injector pulse widths and such. Using some non-linear optimization, it should be possible to identify what variables need to be changed to minimize lambda errors. It should be possible to differentiate speed density errors from injector scaling errors, as the lambda errors will track with injector pulse width. I've only just got my wideband sensor wor
    1 point
  24. Good luck. If it works reliably you could definitely sell this to customers on a per-use license model. It would pay for itself with the amount of time lost scaling injectors and it is definitely one of the biggest pain points for tuners. You would need a reliability checklist to rule out any mechanical faults before running it as garbage in garbage out before it gives good data. I'm impressed with the injector plot you did from your data. When I tried similar I found I had a large amount of data scatter (Im not sure the correct term for this). I was plotting the data in some software I w
    1 point
  25. Thanks, Roland. Unfortunately this time of year is really busy for me (grant season), requiring a lot of overtime. Makes me a bit grumpy, but it'll pass. I'm happy to plug away at this when I get the spare moments. It is something I enjoy doing, so I'm more than happy to put some effort into it. Similarly, I'd be happy to help out with future projects/applications where I can. I managed to get a quick datalog in the other day (not so much for usable data, but mainly just to check that everything is working alright). I'll do this a few more times to make sure my setup is how I
    1 point
  26. That's some good feedback. As you pointed out, there are quite a few assumptions and pit falls when it comes to this. However, many will also apply to manually dialing in injectors with a wideband. So I don't necessarily see them as issues directly preventing an automation of the process - but that doesn't mean we should ignore them! Differentiating speed density errors from injector scaling errors is an interesting point and I'll admit, something I've only considered from a theoretical standpoint. I would like to break it down to its simplest concept - there can be errors in lambda
    1 point
  27. Turn off LTFT when the ghost cams are enabled, this requires that your fuel injectors are dialed in within 5% with the ghost cam is disabled. Then make sure you lean it out at idle via the overlap SD adder so that it isn't pig rich. Finally I recommend setting up the camshaft timing rpm breakpoints so that at 500-600 you run -30 overlap (a reverse ghost cam). This will make the rpm kick back up if it starts to stall.
    1 point
  28. https://lmgtfy.com/?q=haltech+support+phone+number&s=g
    1 point
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