abs351

Lol, its public knowledge now and always was. 🙂 FG Mk2 clusters yes, MK1 i don't believe so

Thanks Jakka, looking into in more detail, it would be challenging. you are correct that the ECU will be different. Would be easier to swap everything over. ECU.xlsx

Hi, what year and PCM types are between both. What are both car tear tag values. If the same PCM, should possibly work. You may need to merge the VID from the Territory to the XT file. I assume the XT is a 4 speed and the territory is a 4 spd BTR rwd box? Check the ABS modules if they are the same also. You may need to revise the tune file to compensate the variant weights of each car too. May need to disable PATS in tune file initially to get everything going.. Never seen this would be pretty cool Abs

Hjtrbo, well done mate, interesting reading and findings. I will be going down this path for closed loop, you have saved me heaps of time. Appreciate your time.

To bypass DSC , ABS warning lamps. When I have VID block enabled, they light up. So I suspected the strategy aligns with certain ABS calibration/ responses with the PCM/TCM. This worked with FGX sprint, FG F6 OS on a FG XR6T MK2, along with F6X OS and TCM strategy on territory turbo. I believe it comes down to the ABS module calibration file which is challenging to obtain for FG MK2 & FGX Sprint. Ford DSFM website doesn't have them available. I'm in the process of getting the desired calibration file for FGX sprint ABS module to test my theory. I hope this Intel helps others. Abs

Yes I have done that prior, what I do is merge VID then disable it.

Hi Roland, Thanks for the reply, i couldn't locate such values, but looking at log no knock appears when in gear shift and coming out of shift to next gear. i may just be overlooking log's. i will accept this as being a phenomenon 🙂 What I do notice at times; I get DTC -Turbocharger Boost Sensor A Circuit Range/Performance error appear randomly, doesn't collate to weather or outdoor temps. I clear the error and all good, and will appear at times. under heavy throttle or spooling up. Can you run your eye over the tec file to see if anything stands out? If not i may change the boost sensor as that's all i can think being intermittent. ** do note the sensor is not in its factory location and it mounted on a machined block of aluminum which of course has air pressure reference. Thank you in advance. ABS

Hi Yoda, Disable the VID block (auF0389-NameActivate/Deactivate VID Block Parameters for Final Drive/Tire etc)it will possibly remove the DTC errors. Do share feedback, this will help others in future 🙂 @ Rolls, are there any vital requirements if this is disabled? i have tried this already and all functions in the car work well. ABS

Go back to stock values and then test. Data log the car to see its error .

I second to beer turbo's comments. Start with plug gap first .6-.7 gap or replace plugs and then coil packs.

Hi there, I have been datalogging my Nov 06 Territory Ghia turbo (late BF bottom end) which has a HDI front cooler, airbox and battery relocation, hi flow cat, PULSAR GTX3582,PULSAR 50mm External Wastegate along with the Bosch Bosch EV1 42lb 0280155968 injectors & ZF transmission. At present i can not confirm fuel pump or valve springs, car came with a manual bleed valve. i have removed and reinstalled the factory boost solenoid instead. NB: I have licensed the car with PCMTEC to allow me to gain access to the tune..i have flashed the PCM with HACH4K6, originally was a HACH3CA. I have copied over variant parameters from the the F6X (HACH4A5) to help with transmission shifting, i have modified the original values as it seemed a SCT flash tuner or Capa tune was loaded prior. This was evident due to torque control features where all turned off. i have adjusted the parameters to what values I'm aware of and re-enabled torque control along with knock sensor to be enabled. Looking at the log, i noticed there is a spike in boost when the transmission seems to shift. I noticed the total spark drops to 1.3 degree, could this be the cause of the boost spike during gear change? My aim to have 14- 15 psi at all times to keep the motor safe. This is one of my concerns, can someone share a pointers on what can cause this erratic boost spike during transmission shift. i have attached the LOG file and TEC file to assist if anything else stands out I only have PCMTEC professional so I will not have access to the entire logging value capabilities at this present moment. Thanks in advance ABZ 3.TT-HACH4K6-4-05-22-4-22.tec 30-04-2022 12-59-59 PM Log.teclog

Hi Cole, What are the Tear tags between both cars, I assume they are the same FG series? MK1 or MK2. what exactly did you swap over from a module perspective, PCM also? Have you used IDS or Forscan to help with diagnosis. Where are you located?

I can confirm its coils that do this. My turbo territory does the exact thing. I gapped the plugs to .7mm and replaced coils..Car ran perfect..And I was told it had a faulty trans, hence they sold it cheap..clearly not... Abz

Hi Ghedina, There are tools out there to change the OS of the TCM with K-line protocol or direct access to the MPC. Id start searching the web as this has been done before within the BMW space. I've looked into this prior, got the entire binary from the TCM, but never bothered any further as I don't have a need as of yet to do it myself. I know this is of the topic but have a read through this post and get to know the right guys who will help. Its all free sources 🙂 https://www.e90post.com/forums/showthread.php?t=1125073&page=23 If you are keen on keeping it simple, if you can flash the correct binary into the PCM and modify certain values within the PCM binary to match up the PCM S/N and OSID.. this of course is subject to your technical skill set, I'd ping Matt @ Bullet performance they are good at TCM OSID swaps and knowledge who are always helpful. If you are really interested, from an electronic perspective at a low level here is example, i somewhat did the same years ago..

Hi Ghedina, I Personally haven't done what you have done to this extent. Just a thought which may have been overlooked Turn off Pats (auF16595) as a starting point this will bypass all immobilize functions. I cant see how your request wouldn't work, just may have incompatibility issues. need to be trial and error everything and get the best outcome; try and disable the VID block (auF0389) to rule out compatibilities also, Your most important stance is the OSID of the trans to match the PCM strategy also... Use forscan/IDS along with PCMTEC.. You will get something going.. But as Roll's said "nightmare conversion" All the best. ABZ

Thanks. I'm still trying to see what's achievable..if not my revert back to original osid

Yes this did appear. i just upgraded the OSID to HAER1UB with ABS / DSC fault. Car drives fine though. in the process of addressing this. Has anyone resolved this with a FG MK2 with a Sprint PCM & TCM OS. ABZ

Hi JMS, I have noticed tuners are turning off torque control logic to bypass this based on tunes I have seen, which I believe are not ideal.

Hi Beerturbo, auF1512 is the value you want to adjust and take it out of tolerance, i used -500 degree across entire table. Car shifts harder, as I believe more line pressure is present when with such values applied. I then datalogged trans pressure with forscan and it did do exactly that increase line pressure along with solenoid current (amperage) values change as expected. I sent you a PM for further information also ABZ

Hi Faraz, Create a stock file within the application, you will need a professional version or workshop version. You can also use the compare option which will provide stock values for referencing. You may also need to adjust diff ratio within the editor too, if diff ratio has been modified. I'm not in front of PC but this will point you to correct information.

Hi Roland, Thanks for the input, I'll look at this as a use case to see what yields best performance, survivability. OSID HAANF doesn't seem to have such values I believe. Can you share which strategy was used or OSID? Just rebuilt a BTR 4 spd trans (ION) with various parts from the e series BTR's which have stronger internals to beef up the ION /BTR from a BA XR6 Turbo I don't want to go into too much detail as it may undermine transmission builders. I believe the main culprit for failure is due to transmission line pressure(something not new). I noticed even with new friction and clutch plates, the trans didn't last a chance behind a 450KW BA XR6 turbo even with adjustments to transmission Torque Reductions within the strategy using PCM tech. I also data logged all relevant trans values with Forscan to assist with analyzing what the trans does and expected current & PWM from S5. Just curious with the logic and ensuring the solenoids behavior in their respective solenoids sequence when going through gears and trouble shooting the transmission. So pulled it down again and noticed wear on friction plates and burnt out clutch plates within the C1 drum along with the 1st & 2nd gear plates. Solenoids S3/S4 assist with a smooth shifts between gears, with cars pushing the 300 KW plus will not survive with the ordinary pressure. hence I recall in the earlier E series BTR's you can disconnect / cut loom from PCM to trans connector and either have an external solenoid attached to ground to 5w resister ~ 30 ohm load to simulate a solenoid load. S3 switch's clutch regulator on or off & S4 switch Band regulator on or off. This firms up shifts and saves the friction plates and clutch plates within the C1 drum of the BTR this is 3rd and 4th (overdrive). Overall to save these trans, it is purely adding more line pressure than what it currently has; hence the option to disable them. I believe shiftkit.com.au may do something like this within their modules and firm up S5 solenoid but will require to bypass trans values within the PCM. I noticed in another post auF1512 with a out of range value will increase pressure. ( ill be testing shortly and provide feedback) Overall I would like to be able to disable S3/S4 to see if this will assist rather than doing it manually by cutting up the loom and adding module or resistor method if possible. I hope this information helps. NB this is all for experimental purposes as always 🙂 AN-ford-new-1-5-21.fsl AN-ford-new-run2-1-5-21.fsl

just reviewing an old thread, is this possible for s3 & s4 solenoid to be disabled by the PCM?

Hi Roland, Thank you for your input. I changed injectors and scaled them prior to running and future proofing the injector sizing. I have managed to get the car to run well and no issues seen with somewhat stock values. My AFR's are within safe ranges when did road test observed for STFT & LTFT's prior to doing anything. I'm playing trial an error, but its a gamble as to your comments, yes I may blow the motor As to your questions, I'm at the point to place on a dyno to see also, with a tuner, this is purely for my own knowledge and appreciate your concerns. thank you for your valuable input. ABS

Hi there, I have installed the Raceworks INJ-154 injectors. https://www.independentmotorsports.com.au/raceworks-injector-1000cc I seem to find limited information for such injectors, so I decided to use the following values as injector scalars. Based on the attached TEC file, I reverted back to Closed loop with F6 Calibration parameters. I have tried open loop boost control based on the values requested within the how to's for FG's but noticed the car doesn't seem to feel such performance gain. I will data log the vehicle next, would the lack of expected performance be due to torque reductions limiting the car's performance? I have attached both TEC files, for open and closed loop boost. Name Value Injector Breakpoint 0.000027 Injector High Slope 0.0296729FG-MK2-XR6-TRBO-Stock-HAEK4PE-F6-7-11-20-openboost-.tec Injector Low Slope 0.03105904 Injector PW Minimum 0.00019 FG-MK2-XR6-TRBO-Stock-HAEK4PE-F6-9-11-20-V1.tec

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.