Darryl@pcmtec

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.

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).

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.

If the new turbo ZF fis from the same type of car (FG) then anyone with PCMTec Workshop Software can reset it back to the correct calibration. If the ZF is changed to a BF Mechatronics you have two options: Contact Bullet Performance Racing and get them to reflash the Operating system in the TCM and reset the calibration Contact a PCMTec Workshop and we can guide them.

Also of note is that one famous Melbourne tuner got his XR6 Turbo BTR turbo into the 9s at the drags (quite a long time ago).

This guide shows you how to use Compare/History to apply the changes that Ford did to the BTR transmission when they used it in a I6 turbo. This guide is intended to be used to show you how to update the BTR transmission calibration when you have converted the car from NA to Turbo. The BTR calibration was used in BA in both turbo and non turbo vehicles and BF in NA form only. We have three vehicles that were factory turbocharged and used a BTR 4 speed transmission. We will be using 32YC as the base turbocharged BTR calibration and for the NA comparison A3AE. I have attached the two stock files. You can get the stock files via the "Calibration Tools -> Stock File/Calibration Merge" and then use the "Create Stock File form Catch Code or Strategy" button. First we will assume your car is a NA car (A3AE). Open the calibration and then click Compare/History, then use the "Load Compare File" button and load the BTR turbo calibration (32YC): If the Editor asks you to use Partial Load: You MUST click No. The compare view will look like: Using the tick box next to the Compare/History Navigation tab tick "Auto Parameters", "Trans (Australian Specific)", "Transmission Pressure" and Transmission Torque Reduction": And then click Apply. Next we need to ensure the torque calculation for the transmission matches the turbo calibration, select the following items: And click Apply. You may be asked the following question: Most people will click Yes as the axis have been re scaled for the turbo, you may have done this already as part of you turbo conversion. Now use Save As to save the file. This file is will have the transmission calibration updated for the turbo calibration. Further tuning of the transmission may be required if you have modified the vehicle beyond the factory turbo .A3AE BTR Edited with Turbo BTR trannsmission calibration.tec32YC BTR Turbo.tec A3AE BTR NA.tec

Hi Scotty. Open loop fuel needs very good injector data as there is no compensation done by the PCM. To get a bit more information what injectors are you using and what do you have for them? It is not until you get into the larger sized injectors that you will be idling on the low slope at all (Factory injectors do not). With my car idling and the air conditioner running but not in gear my car has an AirCharge of 0.000377lb. The fuel mass required for an stoich value of 1.0 on 98 is: 0.000377/14.62 = 0.0000257 (2.575136612021858e-5) Which is just below the breakpoint for ID1000 injectors (4.0 bar rail pressure). A quick way that some tuners use to dial in the injectors like ID1000s is to start the car in Open Loop, look at the commanded lambda vs actual lambda and then scale both both slopes until they get commanded lambda matching actual lambda.

The difference in the hardware may only be the turbo might have different clutch packs, the gearbox is the same ZF 26HP as far as I can determine. The calibration software can be changed with PCMTec but if it is from a 4WD Territory then it should just go in without changes.

Hi Damien, Widebands do not actually measure AFR they measure Lambda and then convert it to AFR for display . Generally they assume the fuel is petrol (AFR of 14.7 is lambda 1.0). Change it to Lambda and you will see it is 1.0 and then there is no confusion.

Hi Chris. For the swapping of the TMAP sensor you simple need to turn on turbo logic switch. If you are not swapping the loom for a turbo ensure you have the wastgate switch off. Here is the section to modify: Yes for the axle ratio change auF0394 to the correct ratio. If you have Professional there is also available in the VID Block Editing an Axle Ratio as well which can be edited.

Part 4 CAM Overlap Corrections Almost done, these calculations are for the more for completeness than necessary for your tuning. If you change cams in the car then you will have to look start tuning in these tables as the above ones may not get the result required. Both MAP_0 and SLOPE are modified by the Overlap Angle (CAM_OVERLAP). If your dyno does not log Cam Overlap angle we will use the following VCT table to "guess" the angle: For our example we will assume at least a load of 1 and hence our overlap will be 20 degrees We will be using the example from Part 1 for the calculation. Catch code is 77DA, use the Calibration Utility to download the Stock file. SLOPE Overlap Corrections Lookup on the table auF0061 (in the example the value is 19200) = SLOPE_VALUE = [19200] Lookup table auF0064(RPM,CAM_OVERLAP) the adder value : SLOPE_ADDER = [0.0 ] Lookup table auF0063(RPM,CAM_OVERLAP) for the Multiplier = SLOPE_MULT = [ 0.83] SLOPE = SLOPE_VALUE + SLOPE_ADDER) * SLOPE_MULT = (19200 + 0) * -.83 = 15930 Lookup auF16632(RPM,%Load = TC = [1.0] from Part 2 SLOPE = SLOPE * TC = 15930 MAP_O Overlap Corrections Lookup auF0056(RPM,CAM_ANGLE) to get the MAP_ZERO value as per example 1: MAP_ZERO = [2.7] Lookup auF0066(RPM,CAM_OVERLAP) to get the adder term: MAP_ZERO_ADDER = [0.0] Lookup auF0065(RPM,CAM_OVERLAP) to get the multiplier term: MAP_ZERO_MULT = [1.0] Lookup auF0058(BAROMETRIC PRESSURE) to get the correction: MAP_ZERO_BARO_CORRECTION = [1.0 @ FSTP] MAP_0 = [ (MAP_ZERO + MAP_ZERO_ADDER) * MAP_ZERO_MULT] * MAP_ZERO_BARO_CORRECTION] = [ (2.7 + 0.0) * 1.0] * 1.0 So for the Turbo the Ford Calibrators did not do much with the MAP_0 overlap corrections but if you have a look at the SLOPE Correction they have applied a value which would indicate an approximate increase of 20% fuel (1/0.83) which implies a 20% improvement for Air Mass using VCT.

Part 3 MAP_0 Calculations If we exclude Cam Overlap (Part 4) MAP_0 calculation is quite simple: MAP_0 = MAP Intercept * Barometric Correction Where: MAP Intercept is auF0056(RPM,CAM_ANGLE) * Barometric Correction is auF0058 auF0056: auF0058: As can be seen by these tables the barometric pressure around see level will have little impact on the 2.7 value from the MAP Intercept At Zero AirCharge

Part 2 Tuning Correction Speed Density tuning The Tuning Correction (TC) is a multiplier to the SLOPE calculation outlined in Part 1. It is applied to the SLOPE calculation after all other calculations on the SLOPE are performed. We will get to the other SLOPE modifiers in Part 3. Tuning Correction needs some explanation as the table uses RPM for the x axis and Percentage Inferred LOAD (%Load) for the Y Axis. Percentage Inferred load is not calculate from LOAD at all but is really table that allows the throttle position to be a modifier to the load calculation. Basically %Load is calculated in the following manner: Air Load is calculated for Wide Open Throttle (WOT) = AIR_LOAD_WOT Air load is calculated for the current throttle position (TP_REL) = AIR_LOAD_TP Exhaust Gas Recirculation is subtracted from AIR_LOAD_TP (ignore for the time being) AIR_LOAD_TP is then "clipped" between the 0.0 and the AIR_LOAD_WT. This means that if AIR_LOAD is greater than AIR_LOAD_WOT it will use AIR_LOAD_WOT or if it is less than 0.0 it will set AID_LOAD_TP to 0.0, otherwise it will use AIR_LOAD_TP. %Load = AIR_LOAD_TP/AIR_LOAD_WOT The result of Equation 4 means means the %load is capped at 1.0 Inferred is another was of saying that the PCM does not have the actual sensors to calculate the real value so it uses other sensors to come up with an approximation of what the value would be. In this case we are referring to LOAD based on throttle position. Here is how the two AIR_LOAD_WOT and AIR_LOAD_TP are calculated: AIR_LOAD_WOT= auF0046(RPM,1023.0) - ( auF1564(RPM,CAM_ANGLE) * auF11002(RPM,TP_REL) ) Where: auF0046 This table is used to determine the load when the MAF is failed (or no MAF) and the IMRC is Open. auF1564: "Compensation multiplier table for VCT actuator non-linearities" auf11002: "Aircharge subtractor at sea level for variable cam timing" AIR_LOAD_TP = auF0046(RPM,TP_REL) For 77DA the tables other than auF0046 will work out to be 0.1 or less (see later images of them). Basically we should work with auF0046 to calculate %Load and leave the correction as an exercise for those more curious. At WOT the above calculation will yield a %Load of 1.0. Now assuming we cruising along at 2000 RPM with a throttle position with an A/D count of 130 ( low throttle) then using auF0046: We would get the LOAD_WOT = 1.18 and LOAD_TP_REL would be 0.68. Therefore %Load = 0.68/1.18 = 0.57 This is probably not what you would be expecting in your normal load calculation. Hopefully this helps you determine the cells you would need to alter for the tuning correction table on part throttle. Here are the other tables if you would like to work out the remainder of the calculation: auF1564: auF11002:

Part 1 Basic Speed Density tuning and LOAD calculation In this guide we will explain the basics of Speed Density (SD) tuning and then go further into detail. The basic level (Slope tuning) is probably enough for most tuners to get their vehicles set up to a high specification. In general if you have not really modified the vehicle heavily your speed density tables should be well set up by Ford and you may only be seeing areas outside the normal because of injector scaling being out. You should start with your injectors dialed in to a high level and they should be dialed in on a stock car where possible. Starting with factory injectors to dial the car in with the new mods will save a lot of time resolving injector scaling issues. A lot of high performance vehicles use injectors with good data supplied and tuning them often requires no changes to the Speed Density tables. Enough of a rant, lets get into it. Speed Density Calculations The sample vehicle is a factory turbocharged vehicle, therefore we will be using the Open IMRC SD tables. The SD systems calculates the amount of air mass entering the engine based on different sensor inputs. In a nutshell the calculation is: Air Mass = VE_CORRECTIONS * (MAP - MAP_0) / SLOPE Where: Air Mass is the mass of air injected into a single cylinder (AirCharge in Ford language) MAP is the Manifold Absolute Pressure measured from the Temperature/MAP Sensor (TMAP) MAP_0 is the calculated offset for the MAP sensor SLOPE is the calculated Slope VE_CORRECTIONS, Volumetric Efficiency corrections for the SD tables based on, but not limited to, Coolant and Intake temperatures The Calculated SLOPE and MAP_0 will be expanded further as we progress. Part 1 Basic Level Tuning or Basic level SLOPE tuning In order to make the VE_CORRECTIONS = 1.0 we will assume Ford Standard temperatures and pressures (FSTP): Barometric pressure of 29.921 inHg, intake temperature of 100F and Coolant temperature of 200F, yes all imperial measures! We will start with just a couple of the SD tables and this will suffice for quite a high level of tuning. In fact most tuners will only tune in the slope table as this will, generally, provide enough capability and allow tuning in a time allocated to tuning a vehicle. We will also be using the BF for our example (catch code 77DA) as it has the most modifiers to the SD tables (complexity/flexibility). Lets start with the two tables we will be using to tune SD: auF0056: This is the theoretical MAP value when AirCharge is zero. auF0061: This is the Slope of MAP per AirCharge value used in the speed density calculation Both of these tables take as their inputs RPM (x) and Intake Cam Angle (y). Immediately you will see you should log Intake Cam Angle/RPM/MAP to do analysis. Here are the two tables fro a stock calibration: Note the highlighted cells, we will be demonstrating the calculation for the Intake Cam angle of -10 degrees at 3000 RPM and a MAP reading of 50inHg (roughly 10psi of boost pressure). The calculation of the Air Mass will be: Air Mass = (50 - 2.7) / 19200 ~= 0.00246354 lb of air This will be of more use later but lets say at this RPM point on our dyno log we were commanding a lambda of 0.8 off the base fuel table and we actually read from the dyno wideband 0.82. In order to increase the calculated Air Mass in order to get extra fuel in we will need to reduce the Slope table as it is a divisor. You would do this by multiplying 19200 by desired lambda (0.8) / Actual (0.82) = 19200 * 0.8/0.82 ~=18732.0. You would repeat this process for each point in the rev range where the dyno wideband shows a difference between commanded lambda and actual lambda. If your Dyno does not log Cam Angle then all is not lost. You can use the following table to determine the theoretical cam angle for a given load: The highlighted cells are for when the car is on full load. So lets see which cells you would be modifying on a dyno run for the slope corrections. Here are this cells you would be modifying assuming you started your run from around 1600RPM: If you do have intake cam angle then pick the cells either side of the logged point. In the above example if the intake cam angle was logged as being 12 degrees at 5250 RPM then you would only need to alter the 10 and 20 degree cam angle points. In order to speed up the process you can delay tuning the SD tables and tune the base fuel table like a scratch pad. Here is the Base Fuel Table: So if our dyno runs shows variations in the commanded lambda to desired lambda or the following: then you can easily alter the SD cells in the SD tables for the RPM points 3000 -> 4000 to get the desired result. NOTE if you see something like this: Where B is the Wideband reading and A is the desired lambda from the Base Fuel table. This is a good indication your injector data is not correct and you could look at dividing your high slope by about 1.07. LOAD LOAD is calculated from the AirMass. The Basic formula for calculating LOAD is: LOAD = Air Mass / auF0008 (Airmass of a cylinder as sea level) So the LOAD from the above example with AirMass of 0.00246354 is 00246354/0.001723 or approximately 1.43 What happens to LOAD when I change the SD tables to get the commanded lambda? Say for example we had to alter the above example and increase fuel in this region because we altered cam shafts. So instead of 19200 we ended up with a quite big change like 16600 to get the commanded lambda. The new load would be: Air Mass = (50 - 2.7) / 16600 ~= 0.0028494 lb of air And the new LOAD would be 0.0028494 / 0.001723 ~= 1.65 You will need to take this into consideration when tuning the LOAD based tables such as spark. You can simplify this by using the new load will be 19200/16600 * old load. That is 19200/16600 * 1.43 = 1.65. This is assuming you have not changed the MAP at Zero value. It will quickly become apparent that if you are tuning the SD tables to resolve injector scaling issues you will end up with a very different load than what you expect and your timing could be substantially different to what you are expecting,. edit: The old summary thread can be found here for some more information including the full mathematical equation behind the model.

The logic for reading the clutch input is in all the cars including the automatics, it is checked every 16 milliseconds. So still there. Nitrous is being activated externally to the PCM?

hi ebbarra, If you need a sensor to trigger the change of MAP then we are looking at the power steering. We are also investigating the Cruise Control switches to allow customer change over without a sensor input. Is the car an automatic or an manual? Clutch pedal switch may also be an option as I believe it is in the loom but not wired up for automatics (not confirmed).

Mathew. Be careful flashing the turbo PCM calibration into the NA PCM. The vehicle will come up with an ABS/TCS issue and the way around that is to change the modules as the NA modules cannot be reprogrammed to accept the turbo ABS (different hardware). As Roland suggests, do a compare of the strategies and swap over the Speed Density/Torque/VCT... tables and axis. With the Speed Density you will need to copy over the Overlap Speed Density tables from the Turbo to the NA as well. I have had this issue with exactly the same OSID (HACCK) and tried to put a turbo calibration HACCKGA into HACCKAZ. Car runs fine but ABS and TCS modules are disabled. Cruise worked fine. Unless you have the turbo modules in the car I would not go there.

Custom OS configuration has now been enhanced for greater flexibility:

Custom OS configuration has now been enhanced for greater flexibility:

Imperial values will be lb/hr and divide the slopes by 3600 to get the value used in the Falcon calibrations (lb/second). Metric values will be grams/second so approximately (lb/hr value)/3600/2.2 * 1000.0.

Finnigan can confirm but the data I sent him for the Deka 60s seems to work well. Usually minor changes to get these to work at the stock 4 bar rail pressure. Personally I would just use Bosch 980cc injector (Bosch 0 280 158 040) as they offer great spray pattern and are really easily dialed in. I have attached the parameter file for those wishing to use it in PCMTec. Deka2_StockInjectorBased.param

Richard, I doubt there is enough ZF/PCM synchronization messages to make that possible.

Have a read of this guide: in particular:

HP Tuners design is such that they are limited to what they know the parameters should be. Also be aware if you try and flash a Custom OS into the car that is is not licensed for the car will not start or run.

Finnigan, PM sent.