Milanski

Thanks Mate. I will leave the MAP table stock then. I have got the low slope almost there which i found i need to adjust the battery offset. Have you any experience with widebands? When the car was idling in closed loop i had ltft around 2%, my wide band afr's were showing 16. But the o2 narrowband was happily oscillating as required, hence stoich happy. The widebands are dg1-2 by innovate. Ive checked for leaks and flanges, no leaks. Eveb wrapped them up to see difference. I tried a third party afr by plx shows the same. Its just before the cats. So i have been using 16 as the baseline for stoich, weird i know.

I've put myself in a corner. Built custom intake and exhaust system for twin turbo 5.4. So lots of heavy mods. Should have kept the stock fuel system to see whatbthe MAP slope and intercept tables (auf0056 and 61) looked like after the build. But alas i didnt. Now i dont know if its the map zero or map slope tables (56 / 61) that need changing along with the the new id1050x injector data. For now i am keeping the MAP tables stock and dialling in the low slope and offset for the injectors. The i.d. data is have thus far to give me a goodnidle are like 20% different to theirnrecommendation. This would auggest to me that the Map tables need a looking at. The question is, should i continue to tune the slopes in against stock map zero and slope tables OR install the original fuel system along with oem ford bosch injectors and confirm the MAP tables are correct for speed density calculations. This will ensure i have the air mass system functional against good known injector curves. Buy this is a lot of work to revert back and forth.... Ive noted a few tunes going around, mainly supercharger type where the map tables are stock. I get the feeling im playing with a chicken and egg scenario. A point in the right direction is appreciated.

Very neat idea, bump the iat, will put it on the list of things to do.

late reply, my apology, just gettingm back into tuning my build. the only issue with the quick6 is that the torque limiting between pcm and quick6 is now removed hence if you are under throttle and it changes gear you get chirps!. other than that the quick 6 works, transbrake works. for tiptronic to work you need to do extra work, and sensors around the shifter or install paddle shifts. unless someone can convert the canbus signals from the microcontroller in the shifter to digital up/down signals...

I agree... bmv not good. Have tried about 6 different oils transguard complete ok, penrite lv ok just change them out every 40k or so or when driven hard... i.e. numerous runs at 120dec c oil temps.

Ive done it in two boxes but only with the quick 6 and a transplanted 6r80 setup with owc

Didnt realise there was pressure sensor in the zfs? Its feedforward control isnt it?

Im putting it down to ford dot-to-dot and long chains causing some cams to be out by as much as 7% from some builds being reported. Its a new engine about 30,000km. New injectors. When I get time I will swap the injectors from bank 1 to bank 2 and see if the problem had shifted. Regarding load, reading the write up on speed denisty tuning the faulted MAF sensor table is a small part of the overall calc, which is why I spent a lot of time logging the inferred load and actual load and getting them within 10%. But now that you pointed me into the Custom OS area, I will look at that also if things get out of hand. I don't know how I missed your write up if its been there for 2 years. I raised some questions relating to big cams months ago in the speed density calculations as well.

I searched for cam setups, couldn't find much around. Anyway, almost there. LTFT-B1 Not sure what Alpha N means. But the table is getting me where I need it to go. Now I need to get my head around bank 2 which is way out. LTFT-B2 Initial thoughts are the fuel delivery at the rails is over bank 2 may be higher pressure sitting up behind the injectors versus bank which runs round the plenum. Need to reach out for guidance.

Wow, that is very neat. I did do anymore searches for large camshaft tuning since early december, kicking myself you had a write up in Jan. This is very neat. My Map slopes are no longer stock and hence if change to the custom OS as described in your write up will I lose my values? will they go back to stock? Are there other tables that are affected by the change?

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 doesn't help the ZF nor the brakes, it just wants to launch from standstill. 25-30L/100 not good for long distance driving. I found a modified tune with many changes in all sort of areas i don't understand. Changes to air flow at idle, which is a requirement of big cams to make it idle properly. 3 degrees of spark mods (not sure why it had to be 3) and few others. Lots of MIL lights removed. The engine would never get to closed loop mode, LTFT were more than 25% at idle (negative) trying to pull fuel out, tail pipes were like a MACK truck and all 4 O2 sensors were stuffed because of the above. In Open loop (power enrichment) the vehicle is exciting and couldn't fault it - so on a dyno I think they had this area sorted. It was only at idle and low RPM that bothered me. To hand the car over to a tune house would take weeks to tune, I was quoted $5k to get the tune done. I understand that its not about a few dyno runs, its going to take hours and hours on the dyno to make a change. Let it settle for about 80km then make another change and so on. So I understand why the quotes were significant. Ford spend millions of dollars getting the tune in and its impossible for tune houses to do something like this in 5 days. I decided to give it a go and I set out over the next few months - road tuning !. As your reading this remember, that this tuning experience is to get idle into closed loop mode and good LTFT so that i'm not filling up every second day and gassing my garage! The joys of big cams. (another discussion!) Requirements - new O2 sensors in the front. Turn off rear post cat sensors. Install wideband AFR. Got one of those PLX devices - for my job they seem to be OK. I'm just watching for lean > 18 on idle. In open loop there is plenty of fuel being thrown in and AFR is at 12 or less. Small recap before we begin: LFTF 25%+ negative, IDLE 1000RPM. Lots of teary eyes in the garage after prolonged idle periods - had to buy a fan for the garage! Fuel burn not good! I set up my scanner with LFTF vs Load. remember that load is a calculated load and not the same as the load used in VE tables. For my interest the load was low - idle or when coming off the foot pedal. The ecu went into closed loop mode, got to -25% LTFT and then into open loop. Car splattered coughed during the closed loop but ran fine in open loop. For whatever reason the intercept at map0 table changed AUF0056, I put that back to stock and went from there. What was clear that fuel needed to be pulled out at idle so I could at least get into closed loop mode. I measured my AFR at various loads at low rpm. This was acheieved by foot on brake and driving around my back streets for a few hours. May I point out you need lots of data and at x/y points to make good judgment calls. First step was to research - looked at plenty of GT500 tune files and other big cam engines. Not much information sharing out there. Also I forgot to mention my cams - they are crow cams - engine built invoice states it - pictures shows the boxes, cams on the table show it, but no part numbers (mild or aggressive??? probably aggressive). Photos of the build show Crow. So I have no idea whats in the the car or their overlap, if they are dot-dot then they are to fod spec +/-7deg!. The lady I bought it from didn't have that info either. Rang the engine builder in QLD to find they have closed down (bit nervous!). I digress again. Most tune files for big cams have a MAP slopes very high at idle. So my fist step was to turn off LTFT (so it wont go to closed loop) bump up the MAP slopes to get it leaner at low rpm. I did this until I saw at high load, low rpm my AFR being on the lean side. Eventually I ended up with a MAP slope as: Remember I'm not touching anything higher than 1500rpm. Put the LTFT switches back in and we had closed loop for the first time (i think for a very long time). The Y-axis is Load. This took a bit of time to find in the VCM Scanner software (my apologies Roland and PCMTEC, I'm using the data logger more and more now but at the time I knew VCM like the back of my hand. I hope you dont mind but there are a few more data plots not PCMTEC). I cleaned by exhaust tips back in november and to date they are clean as a whistle! What happened next was very interesting. Whilst idling around - moving at low speed. I touch the accelerator and the car would continue to accelerate on its own. I traced this back to the AUF0030 Aircharge in lb/min at idle speed. This is an imporatnt table, its used be the ecu to control idle based on theoretical numbers from this table. Higher number we take off automatically! Weeks went by whilst adjustments were made to this table: AUF0032 are lower numbers I have got the car to idle 780rpm using the above tables and it took a long time to get it to this point. The car sounds lumpy and the brakes and ZF box are thanking me for it. I'm not going to show graphs for every point I changed, if you like those contact me. Needless to say, the spark, STFT, LTFT load graphs were untidy! I am suprised how well the ford ecu managed to keep the car running. I needed to do work around the low load idle without affecting the high load low rpm areas. Not much information out there reagrding where to go to next then I found AUF16632 Multiplier for the slope of MAP per Aircharge BF. Interesting table, it allowed me to lean out the fuel at specific loads vs rpm. All of Dec and Jan were spent bumping the values at low rpm to lean out the fuel. With my change previous I was now running in closed loop mode and I was simply using my narrow band O2 plots to work out if I was going lean or too rich. Closed loop tuning is what some call it. My Wideband was there just in case. I have some more work to do around <20% load, this is when you release the accelerator or are coming to a stop at the lights and fuel is being pulled. I havent worked out how to fix that area yet, but I guess getting to this point and being able to get 400km out of 60L is making my back pocket happier. I have a good idle at 780RPM, sound lumpy and angry and yet purr's along at 1200rpm 60km/hr making for a good road trip with the family. For those that like data: I think I'm 95% of the way there, my ECU is working fine with <5% LTFT most of the time and if anyone has other suggestions and comments its probably where I will leave it. There are more areas to look at with Big Cams not mentioned above, like ECT adders, Spark Lambda, MBT but thats for another day. My final table of LTFT is shown as: with the following counts: I don't spend too much time at the high load - high rpm unless I'm at the track. There is only so much one can do on a public road. I found very little open forums on how people have dealt with their issues, these are my experiences and I hope someone finds it useful. There is so much I can write about my experience but I hope this is a good summary for others to try out. Let me know your thoughts. Kind regards Milan

Hey there. We did not have to touch this table. I found the spark advance was at 5deg on crank. Modified the spark tables to get zero and worked like a charm. Two cranks and it was started at 95deg ect which normally took 10 cranks.

Great, very clever, the table starts off lean at start of crank then richens during crank - didn't occur to me to check against turbo! will try your suggestion. Many thanks.

Thank you BeerTurbo. Appreciate it. Will advise after changes. I notice yesterday, the commanded hot start spark advance was about 5.5. After some work with the tables especially AUF222 where the table was halved resulted in excellent hot start. We are working throught the wider implications of this table on the main spark request during running an WOT. These values were also used in my vehicle which has massive cams and has resulted in good startup. PLease confirm Auf0181 to be like:

Hi Roland where do I find the temperature setting to use cold start crank settings please

Thanks understood, maybe I will ask the questions another way, the offset_sec in the equations comes from the battery offset table?

Hi Roland, just to pick this up. Does Min Pulse Width = offset in these equations? I think you mentioned it early on. How does the battery offset come into equation then?

Many thanks. That is a good option to try. Will let you know how I go with a Manual ABS module.

If only it was that easy. I have talked with bpr as well and we have come as far we can. The fg ecolpi didnt come in manual and hence there is no access to the "transaxle" parameter. May have to replace the abs module with manual version as they are self configuring and dont appear in the ids system.

Is there anyway to remove the U0402 code? Seems like the abs wants to communicate with the tcm which is no longer available. Abs come up ids as well as forescan. Is there are parameter in the editor that can turn this MIL off. Milan.

Quick update: Conversion has been a success and the car runs fine. I just cant seem to get rid of the transmission fault on the dash. Anyone have any ideas?

Hi everyone, looking for some help. Before proceeding, please don't ask why, I'm still shaking my head, but a workshop has asked me to help. They have converted a FG MKII EcoLPI to a manual. No manual looms exist for an ECO LPI. For now we have kept the ECU (HAEL2JF.HEX) and the wiring looms. The can bus remains joined at the wiring loom of the ZF. I can see communication with all major controllers (except TCM of course), so the CAN BUS is working. At ignition lights, "transmission fault" fault appears. I have followed numerous topics from PCMTEC to set various parameters: DTC Control P07xx = NO ERROR to all related to transmission auF1013 - Auto TRNS switch = 0 auF1625 - Transmission control strategy to be executed = 0 <------- what should this number be, it was 4. auF2240 - Used to indicate what sensors are available to infer transmission load state, especially neutral. See strategy book for options = 2. Is there a strategy book? What should this value be? VID Block Speed control enabled = enabled Speed control source - VSS source = ABS via CAN I cannot seem to get rid of the Transmission fault alarm on the dash. I will be wiring the PNS input of the ecu today to remove the "Transmission not in Park" signal, so i get spark. The manual ECU version for the FG does not utilise the EEC-C connector at all, but the EcoLPI has some wires there. I am working through the drawing to identify what EEC-C actually does on the LPI. Any help is appreciated and will be reciprocated.

Excellent. If you leave the pressures the adaptive over 1000km will make it so smooth. Our 6r80 zf box in our ute changes gear and you wouldnt even know. We keep normal shift pressures low. In reduced upshifts we up them 30% for some head slapping fun. But a normal box will break shafts doing this. Milan

I have set up a FG with 3000 stall TC. As Roland stated don't lock up under hi torque. I have set it up to lock in 2nd gear in the manual shift tables. But we do have a 600HP engine behind meaning it wont bog down at early lock up. We keep the TC locked pretty much until it idles down to 1st.