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Darryl@pcmtec

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  1. Some Alarms like low oil pressure, seat belt warning and the lovely locking of the doors if the customer has they set up MK2 FGs do not have message 200
  2. msg 0x200 details (FG Falcon only): Bytes 1 & 2 : (Actual Wheel Torque in N-M / Wheel torque to Engine torque) + 512.0 Bytes 3 & 4: (Minimum Wheel Torque in N-M / Wheel torque to Engine torque) + 512.0 Bytes 5 & 6: (Maximum Wheel Torque in N-M / Wheel torque to Engine torque) + 512.0 Byte 7: Flags: 0x80 = Torque type is Engine Torque 0x40 = torque calculation includes losses (inertia,...) 0x20 = Catalyst protection active Bottom 2 bits are crank status. Still checking this but I believe it is: 0 = no crank, 1 = crank pending, 2 = low voltage cranking Byte 8: non 0 => key off timer in minutes (rounded up to next minute)
  3. base octane is correct but I think it is US specification.
  4. Pretty sure Ford tuned for 95 and up to 10% ethanol as well, putting in better petrol allows for more power but there are still places in Australia where you cannot buy 98 at all. The autooctane setting most tuners turn it off because they tell their customers it is tuned for 98, putting 95/91 octane in their tuned vehicle would lead to disaster.
  5. Ensure you have a good look the ZF calibration to the Sprint as well. The ZF and the PCM are in constant communication about torque and throttle position, ... Changing the torque table in the engine gets communicated to the ZF via CAN, if the ZF does not like what it sees then it will request torque cut or throttle cut in some cases. We have had customers alter the torque table and ZF will tell the car to shut the throttle no matter what your settings on throttle cut are. Also when the ZF requests a torque reduction of say 120Nm it wants to see that torque reduction figure from the engine.
  6. Finnigan, The stock TMAP and Boost sensors for the turbo Falcon are rated to 255 Kpa. 100Kpa is atmospherics pressure so 155Kpa of boost or about 22.5psi. It is more likely you are exceeding the voltage limits for the boost and TMAP sensors which will cause the clip. Raise these to 5.0V and see if that resolves the issue:
  7. And you can also turn the rear O2 sensor off by setting auF0011 to 0: Do not change auF0010 to 1 on a V8. Not sure why Ford does this but it uses the number of O2 sensors on a V8 to run certain V8 code.
  8. It is used to help to keep the catalyst within its correct window and hence compensate for aged front O2 sensors. Ford calls the logic FAOSC to do this and can be controlled in the calibration.
  9. Further testing required but to disable traction control in a MK 2 FG: Set auF0410 to Disable ETC Traction Contol : And set auF2495 to 0:
  10. Will, I would check the wiring first. If it is a BF I would also check the small plug (C) on the PCM as this coming loose can cause these sorts of errors as well. Here is the workshop manual entry description of the error codes and what to do: Also check the maximum volts for the boost sensor (under Speed Density -> Scalars)
  11. Hi Milanski Here is the process to follow that will allow you to return the car to a state where the X3 will recognize the vehicle. For each tune in the X3: Write it into the Vehicle Read the vehicle (PCM and TCM) Save the file without licensing it. Now you have saved all the the tunes and can restore them in case you want to use the X3 later. Remember which was the last tune you wrote (organize it so it is the one you want to tune with PCMTec). This will be the tec file you will need to flash back into the vehicle in order for the X3 to recognize the vehicle. DO NOT EDIT this file. Backup all the tec files read and keep them is a safe place where you wont edit them. Open the tune you want to edit, license it and save it as a new file. If the X3 has not changed the OSID of the PCM in any of its tunes you will be licensed for all the tunes you read out of the vehicle (you will know this by opening each of the tunes and they will be licensed). It is not a requirement to fix the corrupt OSID to enable full editing capabilities but it will restrict you from seeing what has been altered from the stock file. Fix the Corrupt OSID for the Vehicle in the licensed file. this does not change any tuning areas but allows PCMTec to correctly identify the original calibration and what areas have been tuned when you use the Compare/History function. You can repeat the fix of the corrupted OSID for each of the files you read and that way you can see the change history for each file.
  12. This would allow the PCM to cut all cylinders if required. The PCM will decide how many injectors to cut depending on the amount of torque reduction requested from the ZF.
  13. Hi Richard, there is basically two methods for fuel cut that the PCM checks against. If the value of auf11992 is 0 or 2 it will do the cut for all injectors (cylinders). For all other values it only cuts to an even number of cylinders depending on the torque reduction required. The workshop version has a table that can be used to control this (auF12783): This basically controls the number of cylinders to cut depending on the number of injectors the PCM calculates it wants to cut. If you use the second option above then you could change this table and have it cut another number of cylinders.
  14. Fordsrule, yes that might make a difference.? I would gather information first and see what the Long Term Fuel trims are doing as well as a full power run to see if the commanded lambda from the Base Fuel table is close to what you are expecting. The mods may not be too far away and a simple Speed Density tuning like I outlined here: Should cover the tune quite well. If you can log LTFT, RPM, Cam Angle and then plot the graph with the same breakpoints as in the tune then you can do a quick fix for the points where the LTFT is > 4% (<0.96 or > 1.04).
  15. Fordsrule, I doubt there will be any tuning required as the Ford uses a Temperature and Manifold Absolute Pressure (T-MAP) sensor (located in the intake at an optimal position) to calculate the actual air being ingested by the engine. The cold air intake should reduce the temperature and maybe reduce restriction so that more air can get into the engine. In both cases the T-MAP sensor will detect the change and compensate accordingly. If you modified the exhaust or camshafts then you would have changed the VE of the engine and that would require changes to the Speed Density tables to reflect the VE changes.
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