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  1. 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
    8 points
  2. 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
    7 points
  3. UPDATE: As built data is being collected here, thanks to Mick for starting the group, great to see everyone contributing as it helps us all out. https://www.facebook.com/groups/australianforscanusersgroup Original Post: 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 attem
    4 points
  4. 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
    4 points
  5. Sorry i hadn't seen this early. Having a dyno graph to go along with a tune is pretty handy. So first off, fueling. I can see you're using a combination of injector scaling and base fuel tables to "fudge" the AFRs to your desired 11.5. Nothing wrong with this if you've found something thats worked now. I recommend using the injectors slopes and deadtimes if you can get/find them. You have 1250CC injectors. If they are the Bosch 1250cc injectors they run at about 1370cc / min @ 400 kPa / 4 Bar in our cars. These are about 120lb injectors, your high slope is equivalent of ~300lb.
    4 points
  6. Well we all start somewhere don't we... This is a simple way of looking at it; Think of the slope numbers as how big the ecu thinks the injector is. For the sake of making it easy, lets assume both slopes are the same number. If you make them 100 the ecu will run an afr of 14.7 for example. It wont actually be that afr but lets just say it is. If we make the slope number smaller, the ecu thinks the injector is smaller and will open the injector for longer which will run richer. So there is one way of thinking about how the size of the slopes work. The rea
    3 points
  7. 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
    3 points
  8. You're asking for a free tune here. No please, no interaction, no punctuation, all caps and your other posts aren't much better. There is an entire farken thread about it that you're posting in. Learn some forum etiquette and it'll take you a long way buddy.
    3 points
  9. ok, so for trans shift if we set spark to a high number, say .9 and above and give it full authority over other cuts aka 1. set the enleanment to 1.75 and disabled throttle cut. car verry slowly revs down with no noises. not fast enough for the zf and no noises. set the enleanment to rich, my case .88, no throttle cuts, will make a hecken antilag style backfire on gearshift and once again not be fast enough to tq reduce. set enleanment to to super rich .75 just increases the backfire noises. so that was a fun experement. in short i dont think we can have it. haha.
    3 points
  10. There is no longer a public beta release available for those who are asking. This is as the 2.xx version we are working on is not yet stable enough to be released to the public. When it is we will offer it to selected workshops first and then it will go on the website before release.
    3 points
  11. It will be a 2 part course, one for engine tuning one for ZF tuning. It will be produced in a document form that you can view within the editor (still working out the details) and eventually there will be an in person course run that can be attended in VIC. It will be run by Dave Symons at DSR Performance. Initially the in person training it will be offered to workshops however they will most likely offer it to DIY once the first. The documentation will most likely be something you can purchase or comes included depending on the package, we are still working out the details. The trai
    3 points
  12. As part of our custom operating system we have several features available which can be selected as part of the 5 credit "Standard Custom OS". One of these features is the "Speed Density via Map Sensor" which replaces the intake camshaft Y-Axis on the speed density tables with map pressure. For cars with locked camshafts this converts the speed density system to a traditional style VE table which allows for non linear airflow characteristics which are typical with large camshafts. For the layman this means you can easily fudge the fueling at low map pressures where you may be exp
    3 points
  13. Version 1.23 is now out of Beta and can be downloaded from the website. This is primarily a maintenance release including 250+ bug fixes and also includes a number of new datalogging features/improvements. https://www.pcmtec.com/downloads Features: Editor Zoom level (via ctrl + mouse wheel) is now remembered on tables. Right click "Reset zoom state" for the default zoom level. "All Items" has been added back to the history/compare view. This combines PCM and TCM items Data logging Add priority messages menu option Allow user editing unit name
    3 points
  14. For our internal QA we have built a simple canbus dash emulator. As the Mk2 FG uses a canbus dash this means we can emulate the cruise control buttons via canbus to do an end to end test of the multi tune system. This program doesn't use any of our source code and instead uses an open source J2534 library https://github.com/BrianHumlicek/J2534-Sharp We are also using a free version of the Arction WPF Gauge library so this program can be freely distributed. https://www.arction.com/free-gauges/ Here is a video of the emulator in action. This might be useful for anyone w
    3 points
  15. For shits and giggles: BA BF SX SY Falcon Territory CAN-IDs Lukeyson
    3 points
  16. The first revision is being reviewed at the moment. Still a few months off but we will let everyone know when it is available. I would say its over the halfway complete mark now though.
    2 points
  17. Also we have invested a large amount of money into producing some training material and a tuning guide which will have an accompanying in person training session available in VIC which we hope will be available this year. This has taken us years to find someone capable of doing this which also has the availability to deliver on it. It is very hard to find people who can do this job and are willing to take it on. The reason we haven't had anything available to date is not from lack of trying, we just literally could not find anyone to hire to develop it.
    2 points
  18. Yes & no. I've found the OBDLink EX cable works better & haven't used the Tatrix with FORScan for quite some time until you asked the question. I've found the Tatrix to be temperamental with later versions of FORScan & Tatrix drivers. You will need to make sure you have the Tatrix selected in settings & the correct settings for it to work. I've just connected to a BA RTV pcm using Tatrix & bench loom which is why you'll see a lot of fault codes. I have several other pcm's which I've just connected to where the Tatrix won't connect or if it does, FORScan doesn't re
    2 points
  19. 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
  20. 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
  21. 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
  22. 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
  23. 2 points
  24. 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
  25. 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
  26. If you wish to trim individual cylinders due to one cylinder running hotter than the other there are two global fuel and spark modifiers you can change. auF12418 "Calibration adders to spark angle for development and testing purposes" This value will be added to the final spark value per cylinder. Eg to remove 1 degree of timing from cylinder 6 you would change this table to the following: auF10362 "Fuel modifier per cylinder" This is a simple multiplier for the commanded fuel mass. Eg to run one cylinder 5% leaner you would modify the table by the following amount.
    2 points
  27. First post (just bought the Enthusiast version 😁). DSC has 3 modes: both dynamic stability control and traction control; just one (can't remember which one stays on, but I think it's traction control); both off. All AWD terries had the Bosch 8.0 ABS module, which also comes with a slightly different brake master cylinder (a lot of wreckers don't know this). I was playing around with forscan to try to get Hill Descent Control to work, but never could get it working. For the Bosch 8.0 module, I've only found three different as built data: non-turbo, turbo and F6X. These just contain the t
    2 points
  28. 044 with a stock reg is most likely spiking fuel pressure at idle as the return flow will exceed the flow rate of the reg or the tank return. You MUST log fuel pressure on every single car you tune. You will save hours and hours and likely a few motors as well.
    2 points
  29. You say spark cut but there is no spark cut, do you mean fuel cut? or do you mean spark retard? Also Darryl isn't wrong. It depends what kind of torque reduction you are talking about. He is talking about throttle reduction, you are talking about spark retard or maybe fuel cut? Depending on the table, by increasing a number you reduce one type of reduction and increase the other type. So there is not simple "reduce the number to reduce the torque reduction". You have to decide what type of torque reduction you want, then you tune the numbers to suit. Sometimes it is easier for y
    2 points
  30. Ti Performance do next day express shipping from VIC
    2 points
  31. I cannot emphasise this enough. We regularly see people burn days due to trying to tune around something mechanical. Eg fuel pressure spiking at idle or dropping at redline. Blocked injectors, fake map sensors etc. Spark plugs not gapped and missing etc. Massive boost leaks etc. You must check fuel pressure and all your non oem sensors are operating correctly before tuning the car. Once you are sure all the above is ok aim for 1-2% LTFT (long term fuel trims) before tuning WOT otherwise you will go in circles. Read all the HOWTO guides on injectors regarding this.
    2 points
  32. 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
    2 points
  33. 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
    2 points
  34. 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
    2 points
  35. 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
    2 points
  36. New facebook group Mick started as well here which might be useful for people https://www.facebook.com/groups/australianforscanusersgroup
    2 points
  37. Hi KyleBruh, go straight professional, well worth it with the rich features of creating stock tunes and compare feature. 1st thing I would be looking at is comparing F6 tune with xr6 turbo tune to gain an understanding of the factory calibrations that are applied. The tutorials and support are worth considering also. I started with the application being enthusiast and went professional within weeks.
    2 points
  38. Have to remember there is 20+ years of engineering from 100s of engineers behind the OEM PCM. It isn't something you can expect to fully grasp in a short period of time.
    2 points
  39. Yes, the tables are there in both enthusiast/ professional
    2 points
  40. 5.4 ghost cam done by Lee at real Dyno via a spark oscillation only.
    2 points
  41. You can change the tune when the engine is running via the cruise control buttons when that scalar is set to 1
    2 points
  42. 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
  43. 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
  44. If you are regularly tuning vehicles that have similar mods you may find yourself constantly re-using the same or very similar injector/spark/speed density tables (or many others). To speed this process up you can utilise the file compare feature and also parameter files. First we will show how to use the compare feature and what the various options do. Compare Window Step 1 is to open a file for a vehicle you are tuning. Step 2 click Compare/History If the file that is open is already tuned you will be greeted with a list of parameters that you have modifie
    2 points
  45. 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.
    2 points
  46. 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 fu
    2 points
  47. 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
    2 points
  48. Its a keybanger on demand. Love it. Add injector slopes/min pulsewidth to the launch tune for actual flames. I turned my cat into a ball of molten metal and shot it out the exhaust. Whoops.
    2 points
  49. Oh right, you've done a full FGX conversion. Why not just buy an FGX? 😆 Anyway yes those are Mk2 configurations however you need the exact config for that car. The workshop edition has a full strategy list of all ~900 calibrations, from that list you can figure out which diff ratio/gearbox is suitable. Otherwise the simplest method is assuming all the parts came from the same donor car (I hope so or you are in for a world of pain) is to simply use the calibration from that car as well (check the door tag). Have to remember that ALL modules must match and be from the exact same car fo
    2 points
  50. 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 wo
    2 points
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