Darryl@pcmtec

Here you go, read from here:

Richard, it is the type of cylinder cut and should be in the range 0 to 1 However for the V8 Coyote and FPV turbos it uses values over 2 to use a different filter for Sport Mode if the transmission is in Shift pattern 6 or 2. Now ZF information that is communicated over the CAN bus that everyone keeps asking for, transmission shift patterns are: Shift pattern 0 - Normal mode. Shift pattern 1 - Sport mode. Shift pattern 2 - (not used). Shift pattern 3 - Hot mode. Shift pattern 4 - Gradient mode. Shift pattern 5 - Traction map. Shift pattern 6 - Manual Mode. Shift pattern 7 - Cruise map. I am still looking at trying to find how we can determine that Manual Mode is controlled by Shift Pattern 27 in the ZF Calibration.

Background Our daily driver is a Turbo Territory running a dual fuel system. I have been using this to test the Custom OS for many months but have finally gotten around to wiring in the LPG "on" signal into the rear O2 sensor and will show what you need to do to configure this. This would clearly be very useful for people running NOS as well with the NOS "on" switch supplying the rear O2 sensor. One of our customers (Independent Motorsports) has been doing this for quite a while: https://www.independentmotorsports.com.au/ Getting Started/Prerequisites Before we start if you configure your you will need to license your Custom OS and leave the setup as default. You may only need to modify the stoichometric table (auF100014) to reflect your fuel. Because my base fuel was 98 I left the table alone: I will be modifying this table very soon Now using the guidelines in this post: I built the Custom OS with my 98 tune in both the in the base tables and the Flex tables in order to ensure the car ran properly as both 98 and LPG injectors were "flow matched". Installed this tune in the car and it ran well for many months testing the Custom OS. Rear O2 wire up, or OMG look at the Fuel Trims After the rear O2 sensor was wired up the car behaved exactly as it used to on 98 but as soon as the LPG system activated the PCM started pulling masses of fuel out. Without the rear O2 sensor being connected the voltage on the rear O2 sensor was showing 0.02V and similar when the LPG system was not activated. When the LPG system activated the rear O2 was being supplied with 13.8V (battery voltage) and the reading on the rear O2 sensor was 1.667V (5.0/3.0 V for the curious). The car was pulling over 10% fuel. Remember the Stoich table earlier? Why was there too much fuel when LPG was on? Lets look at why this is happening. So starting with the Voltage to Alcohol conversions table: What Ethanol contend would the conversion table be supplying at 1.6666V? Moving along you can see that the ethanol content would be 0.3333. Now going back to our stoich table the calculated stoich would be ~12.72. Now given these injectors were flow matched you can see why the car was pulling over 10% fuel out as 14.64/12.72 ~ 1.15 so the car is getting an extra 15% fuel. Your could easily fix this by making the stoich table all 14.64 but lets have some fun and take advantage of this. Out with those poxy 64Lb injectors, in with the nice shiny 95lb injectors Just for fun and to demonstrate what can be done with these tables I am going to turf my GT500 petrol injectors (Bosch 0 280 158 117, running about 4.5 bar pressure to get them up to the flow of the LPG injector) and replace them with (Bosch 0 280 158 040 approximately 95lb injectors at 4 bar). Note: there is more to this than swapping the injectors you have to get the offsets to be mighty close to the LPG injectors as well as the high and low slopes but in this example I knew the offsets were close enough to get it running well). LPG injectors flow about 64 lb/hour and petrol about 95lb/hr. When the LPG injectors are on we will need to ensure the the pulse width is the same as it was before. 64/95 = 0.673. In order to achieve this we want the Stoich value at 0.3333 ratio to be 14.64 * 0.672 = 9.852. How cool is that, one of the values used for E85 Stoich! Anyway I am happy to modify the standard stoich table. Next I am just going to change my Voltage Conversion table to use 0.0 as the amount alcohol when the switch is off (LPG off) and 85% when the switch is on: 0.1 is > 0.02 so it contains the 0 point and 0.5V is just a point that ensures the switch is on (as the voltage is 1.6667V). As soon as the switch is on the Stoich value will use the 0.85 point (9.765) in the Stocihometric table. This is what I did to the standard conversion table to get it to align up: Now the value for 0.85 will be 9.852. Next the Blend Tables need work so I have these configured: So now when the LPG system switches on, the Voltage conversion table gives our alcohol content as 0.85, Stoich is 9.852 and the high MAPs will be used. How did it go? In a nutshell it worked pretty close to perfect and I have the fuel trims on both petrol and LPG well under 2% again. And now I can compensate for the lack of injector flow using the Base Fuel table in the LPG tune: and have a standard table for running on 98. Dry NOS. Dry NOS system you would modify the Voltage conversion table to give you the increased fuel for when the NOS system kicks in. So, for example if you wanted to have an extra 20% fuel you would modify the table so that Stoic was 14.64/1.2 = 12.2. i.e. you would want a Alcohol content of approximately 0.43. You can do a similar thing with the base fuel that I did with the LPG injectors to change the amount of fuel in different points in the rev range to vary the required fuel above/below the 20% extra we have already done.

Richard, set everything back to stock with the exception of your injector data and see if it returns. Literally everything including the ZF. Very minor changes will often turn this off. If you cannot get it back then it could be combination that this does not work on. Often modifying the torque tables will generally kill this function. Ensure the auF0260 "Torque Module Switch" is enabled as well. In the early days I tried turning this off and it is a disaster for the car. The Falcon is a torque based car so turning this off does not make sense. If you get it back then slowly add the parameters you have to see when it stops working. The function is usually invoked when the ZF asks for a reduction in torque on gear change, so you should look at the torque numbers in both the PCM and the TCM. Also be very careful increasing the torque numbers in an FG. Doing that will often cause what appears to be random throttle cuts. MK2s are particularly susceptible. Let us know how you get on.

Hi apoc, I guess in the other products you would log injector pulse width and back calculate that to amount of fuel being injected. The other methods of logging air mass (Ford calls this Air Charge) and work out the fuel being delivered by commanded lambda is a less accurate means. Remember to achieve fuel economy the car will be running close loop fuel control and you wont be able to change the commanded lambda as it will be 1.0. The car will be cycling the injectors rich and lean in order to keep the catalyst functioning for emissions. You could turn off closed loop fuel control to get around this but then you loose the adaptive fuel management and destroy your catalyst.

Hi Richard. The ZF does have a lot of controls for shift times and times around the action. You can change them in PCMTec. I would do a search and see what you think you need to change. Be aware that there is no point in reducing the times beyond what is physically possible so you may not get any benefit by changing these values. Keep us posted as we are very interested

Yes that is occasionally happening when you open a created in a previous version. The fix is to do a "Save As" and then open the file you saved.

Will, your old licenses will be upgraded automatically the next time you start the Editor up. You only need to email support if you want to see what is currently licensed until the next release of the Editor.

Hi Will. In order for us to replicate this can you tell us the Strategies of the two files? You can find this information by going into the "File Information" tab next to the Navigator: Some tables change between calibrations. So for example in the BA the Spark tables for Borderline and MBT are smaller than the BA FPV versions so they wont be comparable.

Hi Will, the next time you open the Editor you will see your account has been upgraded. The number of credits will be displayed in the log window on the bottom of the screen. We are adding an enhancement to the Editor that will also show you your current licenses.

So APS-232 we have as only being used in cars fitted with the 5R55 automatic. Strategies HAEDA, HAEDD, HAEDH and HAEDJ . So moving onto the new strategy I have the following list of cars from HAEE4 with Manual (all turbos): And then, like you say, turn off turbo logic and change the boost sensor to be not fitted. Getting this to work with you existing keys etc will require something like IDS or Forscan perhaps. We are working on this for the next release of the editor with literally 1000s of these being updated, stay tuned

Hi Nat, Re: That PCM should allow you to select a turbocharged calibration as well. I believe the 5 speeds have the the extra pins that support the boost sensor and wastegate solenoid control. Correct, every Ford calibration has a different number of calibration entries. Taking your example HAEDH is an example with the 5R55 5 spped automatic in it and the PCM controls the calibration (just like the earlier BA/BF PCMs controlled the BTR 4 Speed). It has a huge selection of parameter (over 6500) for this reason. Moving onto HAEE3 then Ford removed support of the 5R55 and dropped the number of parameters to just over 4000. Good example! Take for instance CFC Torque Off Rate. In HAEDH it is indeed a scalar as shown, in HAEE3 it is not in the calibration as a scalar and its closest match is now a table with Gear and Cylinder Head temperature (so possibly Ford decided to change the way they use that value). We will discuss this and see if there is a way this could be done. As a suggestion the next best strategy for this PCM is HAEE4 and I would look at it as the strategy to use. It seems to work very well in the MK1s and does not have the 5 Speed code and it also gives you more options for table resize etc with a custom OS as well.

One Custom OS will do it all ?Once licensed you may then configure Flex Fuel, etc. We will add more features if there is any demand. I am testing a couple of additional features now. One is Open Loop fuel decision based on MAP (will look at using LOAD as well).

Hi Finnigan, For the BF and FG this code is ready and working but cannot go out until 0.75 is released due to it being incompatible with 0.74. We have contracted out getting QA procedures written for the Editor and we will verify these on the next release before it is released. I am working on the BA to see if we can get the Flex Fuel signal in via the Power Steering switch.

Hi Will. That is available with a Custom OS for your calibration. Custom OS is only available with the Professional and Workshop versions of PCMTec.

Yortt, Yes that is all achievable and we do Professional version of Flex Fuel on a per request basis. You might have to start from scratch if the tuner locked the tune though.

Update: This guide is obsolete. Please read the guides here. With the release of 0.75 PCMTec allows Workshop customers to create a Custom OS from an existing licensed tune. The first release for the Custom OS to Customers will configure by Default: Dual MAPS Resized Spark Tables TMAP Change over to boost sensor Automatic Gear Change Fix for WOT gear changes Basic Flex Blend ramps Conversion table from %Alcohol to Stoich After this is configured you will then have some options to alter the configuration to: Disable/Enable TMAP switch logic Change Boost table to use Gear, Vehicle Speed or default Intake Air Temperature Step 1: Configure Basic Custom OS and License the Custom OS. Open your existing licensed calibration and in the Navigator go to "Custom Edit" -> "Enable Custom Operating System" The following message will appear: This message informs you the Custom OS has been configured and you will need to save this file in order for it to be licensed and activated. Press OK and then use the Save As to save the file. DO NOT OVERWRITE your existing tune. Keep this tune as the basis for making different versions of the custom OS or as your last tune before you went to a Custom OS. In this example I saved the Custom OS as MyCustomOS_HACH3CA_Version1.tec . Close and now Open the file you saved away. Finish preparation by licensing the file. Step 1 Complete, you are now ready to configure your Custom OS. Step 2. Configuring your new Custom OS. After you Reopen your Custom OS created in Step 1 navigate to the Custom Edit tree entry and browse the new entries that can be configured: The tables you see in the above screen shots have been "Dual" mapped. These are the ones that will be activated or blended to depending on your configuration. They are copy of the primary tables used by Ford. If you have the flex fuel kit from Danny then you can load the parameter file and start tuning. If not then then you must change these two calibration entries. Under System Switches -> Scalars Change auF0010 to 1 and auF0011 to 0: Step 3. Getting the car started. Configuring the Custom OS to use one map or the other. In order to select a single MAP for tuning your vehicle you only need to edit the "Voltage to % Ethanol Conversion" table. Make the % Ethanol 1 for tuning the High MAP (E85 on Flex Fuel cars) and make it 0 to select Low MAP (98 on Flex cars). This configuration shows the car setup to use the High MAP: This works in conjunction with the Stoich Table which should be setup like this: The default config has 100% ethanol as being stoich 9.078. As can be seen if you make the Voltage conversion table always return 0 then the stoich value would be 14.64. In this case ensure you car has E85 in it and then you can start tuning in the HIGH MAPS (Custom Edit tables). Merging existing tunes. If you have a 98 tune and an e85 tune for the car already then you can quickly merger the two tunes. Open each tune and convert them to a custom OS. This allows for the Spark table resize so you can compare them later. Say the 98 tune is converted to 98_CustomOS.tec and the e85 is converted to E85_CustomOS.tec. By starting with the converted E85 tune as a base you have populated the HIGH MAP tables with the correct values. Close all tunes. Open E85_CustomOS.tec Click Compare History Load Compare File and select 98_CustomOS.tec Now tick and apply the LOW MAP tables from the compare/history view to the tune. Save the tune away as a new tune.iframe widget

Yortt, In the Demo version you can select from the drop down menus what parameters are available for each version. Go to the View menu and select the version you would like to see: This shows all version selected but you can turn on or off what you want.

And if you run them too rich you can end up with a catch can full of oily e85

Nigel, I have put an FG ZF in a BF by changing its config in the ZF only. I have only done this once so I cannot confirm it works in general. I tried getting the car to work by changing what the PCM expected to see from the ZF but there were dash errors being shown. Soon as I changed the ZF calibration ID it was fine.

Hi Munt, A 5 speed transmission in the FGs is a Ford 5R55 transmission and I believe the wiring is different as the PCM controls the solenoids in the transmission directly. The calibration for the 5 speed is in the PCM and takes up a lot of space. For the FGs with the 5 speed only the calibration is altered to tell it the transmission type. In other words the same OSID (eg something like HAEDJ) runs either the 5 speed logic or the 6 speed logic. The ZF is controlled by the same operating system but its calibration code is different and the transmission is calibrated externally. I have swapped transmissions for my mechanic and if the car was running a ZF prior you only need to configure the transmission to match the calibration ID the PCM is expecting. You cannot change what the PCM expects as you still end up with dash errors. In other software you would have to flash both the PCM and the TCM with a matched calibration to get this to work. In PCMTec you change on entry in the ZF and it works. You could also find another ZF calibration with the correct ID and it would work as well.

The load values that come out of the OBD2 are pegged at 100% like you say. The load values that are on the Spark axis etc are calculated as per @Roland@pcmtec post. See if you can log something like Air Load. You really need to log the DMR value Load to get that accurately but other vendors think air load is good enough. Air load is usually something along the lines of MAP reading/Barometric pressure and is reasonably close to load. Throttle percentage, from what I have seen, comes from AD count /1024 in other products. So WOT in your example would be 580/1024 or about 57%.

For the racer out there you should look at Shift Pattern 27: This is the manual shift mode. The 8000 are the output shaft speed that effectively stops the car shifting gear. From this you will see the car will down shift but not up shift gear. So if you want to go to the drags you can alter the 8000s to a speed you want the car to shift. It is not precise so you will have to work on it for your own car. The aim is to use this table to either get the car to shift automatically at the optimal point or give you a safety net so the car will shift automatically if you don't get your reactions perfect. The advice was originally put up on another forum by CAT600 (Blue Streak Performance who sold Circle D converters for the ZF).

Obsolete: Please see the new documentation here Old post below: PCMTec Custom OS includes the following features: TMAP Switch Table Input change Table Resize Dual Map / Flex Fuel With more features to come. I will go over what each feature provides and a little insight on how it works to help you iunderstand what can be done. TMAP Switch: Many tuners are experiencing issues with the current 4/3.5 bar Bosch TMAP sensors. Basically the problem is that they generally only read down to about 35 Kpa whereas the factory 2.5 bar sensor will read down to about 12Kpa. Usual symptoms are the car will stall coming up to a round about or stop, wont do decel fuel cut properly and have poor high vacuum drive ability. To work around this issue PCMTec allows you to use the factory TMAP sensor and at a certain point switch over to using the boost sensor as the MAP reading. You only need to purchase the 4bar Boost sensor and you have full MAP reading from 12Kpa to about 407Kpa allowing for factory drive-ability and full boost control. The way this works is you configure it here: This shows that the Editor has configured to use the Boost sensor when the TMAP voltage reading exceeds the configured voltage (auF100000 = 2.15V). So when the TMAP voltage goes over 2.15 V (close to 100Kpa but those mathematically inclined can use the TMAP Slope and Offset to calculate the actual reading). You can enable/disable this function with the TMAP_Switch drop down. Table Input change This provides the ability to do functions like Gear/Speed Based boost control. GUI control of this function will be released with 0.74 expected mid September. Table Input Change works by selecting the new axis that you want to use on a table and it automatically updates the code to put this new axis on all the tables the axis is referenced on and then alters the input for all those tables to use the new axis input. As an Example of this is putting gear based boost control on the Turbo tables. Select the new axis as being the Y axis off the Driver Demand Filter (Gear) and apply it to the Desired Boost Y axis. The Editor will automatically update all tables that use the original Boost Y axis (Intake Air temp) and apply the input change to all the tables accesses. The end result looks like: Table Resize Table resize allows you to increase the number of breakpoints on a table or the list of tables that use the same axis. It can be used to increase a normal Axis table as well as you might have seen from the previous screen shot where the gear axis for the driver demand filter only goes to gear 5 normally so we used this function to extend it range to include 6th Gear. Most commonly used to increase resolution on spark and speed density tables. Here is an example of increased resolution used on the Borderline Knock table: A future release will allow for changing a 1D table to 2D if the demand exists. Possible use of this is to extend the turbo TPS multiplier in early BFs to a 2D like table in the later. calibrations (77DA for example). Dual Map / Flex Fuel Flex Fuel is a subset function of Dual Maps. The basic concept is you select a set of tables you want to do Dual Map on (you can resize them first if you wish) and you select a blend table to use on these tables and you click Enable Dual Map. This will generate the code to allow the tables to be mirrored and allow switching based on the blend table you selected. There are 3 default blend tables provided. One each for Boost, Fuel and Spark. Basically you select the set of tables to use, say the Spark, blend table on and the Editor will automatically generate the code and tables to provide this function. Repeat for Boost and Fuel. Next you configure the inputs that drive if this is a switch like function or a Flex like function. The switch or Flex function is controlled by this table: This example shows a configured Flex configuration. Given a set of voltage inputs on the rear O2 sensor then the desired ratio Alcohol is calculated based on a fictitious sensor. To configure it for a switch where the voltage with the switch off is < 0.5 Volts you would have this configuration: These are the basic concepts for understanding what is happening with Custom OSes. In the next write up we will describe in detail configuring these Dual Map and Flex tables.

Correct.