Darryl@pcmtec

Iff that data is correct then that can be done. First convert the kPa to inHg by multiplying it by 0.2953 11 kPa= 3.4283 inHg, 307 kPa= 90.657 inHg Ford uses MAP = Volts * Slope - Offset. so 90.657 = 4.75 * Slope - Offset (1) and 3.483 = 0.25 * Slope - Offset (2) Subtract equation (2) from equation (1) 87.174 = 4.5 Slope 19.372 = Slope. Substituting back gives 90.657 = 4.75 * 19.372 - Offset -1.36 = Offset, => Offset = 1.36

Puffwagon, Pre filled Injector data for ID injectors will be coming as Value Files very soon. I will start posting them up on the forums next week. I have attached a sample of the ID 1000 data but I have not checked it fully yet nor extended the voltage offsets to as many points as the ID Data has. With respect to fuel pressure offset table, yes that could be done and indeed Ford even put that in the BA tunes as it is used in the "returnless" fuel system. Unfortunately I don't believe there are enough inputs/outputs available to do both as Ford used quite a few to get the variable VCT for both cams working (I think that was a world first for any company, rumors suggest that Ford US told Ford AU it was not even possible then Ford AU did it as a world first ). I suspect this might be achievable with the EcoLPi PCM as it does this already but it does not do turbo control. We actually scrounged to get an input for the Flex Fuel sensor and decided to use the rear O2 sensor as it has power as well so it can be used to drive the Flex Fuel hardware. I will be testing this over the weekend and if all goes well it will be handed over to the two workshops testing it next week (Independent Motorsports and Springy Performance). Thank you for your feedback , we really do appreciate it and updating our TODO list. ID1000_BF.param

Sam, This is how the Ford descrbes the function. "Torque control module switch will disable the torque control actions if zeroed"

Correct, the BF model changed dramatically with the Territory as well. Have a look at HACH3CA where it introduces the P1227/8 configuration and a 3D throttle modifier. The FGs introduced VCT to help control the turbo boost as well as a lot more scalars.

Hi Carl, The Boost sensor and T-MAP configuration are under Speed Density: Ford uses a formula of MAP = Slope * Volts - Offset, where MAP is in inches of mercury (inHg), Volts is the sensor volt reading and Offset is also in units of inHg. For the turbo sensor you will see the formula as being inHg = 15.98 * V - 0.49. A common set of 4 bar values is the Bosch C2 values with 50Kpa as being 0.5 V and 400Kpa at 4.5V. You can uses these values to compute that Slope is approximately 25..84 and Offset for the above is -1.845. With respect to increasing the table resolution there are two ways. The first is to install the FPV calibration into the car which gives you a higher resolution set of tables taht are like the ones used in the BF. The second option is for a custom OS which will allow for things like gear based boost control, TMAP switch to boost sensor, higher resolution tables and a lot more. These are still being tested by our Workshop users.

Yortt, patent is a good read. You will see in what Roland has posted many knock sensor configuration parameters and there is a whole section that is not available in other software. This was done to give the tuner OEM level capabilities and with the software you can download any of the Ford calibrations we have (over 900 of them) and do comparisons to see where Ford tunes. As no one has had such easy access to all these parameters it gives you, the tuner, a competitive edge. I will be writing up an example of the how to identify what Ford did with the BTR 4 speed for their turbo Falcon. This shows you what Ford changed between the NA and the turbo with the BTR 4 speed. I was staggered by the number of tables tuned in but at least you can now investigate what is actually required to tune one of these transmissions. This guide will only be available on the workshop Forum section. I think Autocotane is a switch or a pin that can be enabled from the dealer.

Will, Check out Roland's guide here:

Carl, yes you will need to license it as the license is on a per user basis.

UPDATE: 12-09-22 Here is a link to the latest user manual which can be viewed via help -> View User Manual Once you have registered and received your order confirmation go to the download link here: https://www.pcmtec.com/downloads You can then download the full version of the software from this link: Download and Install the program. .Net 4.7.1 is required as well so if that is not installed on your computer use the above link to download and install it. If you have done so already install the drivers for the cable you are using. Most customers are using the Tactrix OpenPort 2.0 cable. These drivers for the Taxtrix can be obtained here: https://www.tactrix.com/index.php?option=com_content&view=category&id=38&layout=blog&Itemid=61 Install these drivers as well. Next you will need internet connection to allow the editor to connect to the server for user validation and licensing. Start up the PCMTec Editor and it will ask you to login. You need your email address and the password you registered with: Once you have successfully logged in the Editor is now fully functional. To read from the car connect plug the to Tactrix into the PCM and the cars OBD2 port. Then click on Read/Write Vehicle: By default it will read both the PCM and the ZF TCM, click on Read Flash: You will be asked to license the vehicle. You can choose to do this later by clicking No. Either way choose where you want the read of the vehicle saved and save the file. Editor has now been set up and the vehicle read has been saved. If you want to edit the file and did not license it in the previous step you will need to license it before you start editing:

Return to Stock can be accomplished without the need to license the car for Editing. This is useful when you have a car (customers car) that you are uncertain on the history of and want to get it back to factory to ensure the vehicle drives as it should. The cost to return a vehicle to stock is 1 credit. If you have previously licensed this vehicle the cost is free, if you decide to fully license the vehicle for editing later this 1 credit will come off the total 3 credit cost. This is as our licensing is split into two separate licenses. Flash Edit (2 credits), Flash Write (1 credit). You will need: PCMTec Professional or Workshop Version A read and saved Tec file from the car, can be unlicensed. This is for the VIN and VID blocks. Calibration or catch code from the door. Internet connection for obtaining Flash License. There are two methods to return a vehicle to stock. Method 1 is to return a vehicle to stock when you have the catch code or strategy for the vehicle (catch code is usually located inside the drivers door). Method 2 is to return a vehicle to stock when you have a stock read of the vehicle you obtained from a tuner/user/support. Method 1: Press "Calibration Tools" -> "Create Stock File/Calibration Merge" Press "Create Stock File From Strategy or Catchcode" Enter the catch code from the door trim (or a different strategy that you wish to use as the stock base) and press "Create and Merge" Press "Load File" and locate the file you read from the vehicle. This will merge the VID block and VIN from this file. Press Save/Open file. Now write the vehicle by pressing "Read/Write Vehicle" and pressing "Write Vehicle". This will ask you to cycle the ignition (do so) It will then prompt you that the vehicle is not licensed and would you like to license (1 credit). Click Yes. Close the window after the successful license Editor will continue to flash the car. Method 2 (use this method when you want to use a "stock file" from another vehicle you have read or have been provided with. Use the Manually Merge VID/SN Wizard to merge the information from the vehicle read with the stock file Close any files open in the editor and open the PCMTec Editor and select from the "Calibration Tools" Menu "Create Stock File/Calibration Merge". Click on the "Manually Merge VID/Serial Number" button:   This screen will display: For this example I will open File 1 as the Stock file (eg from another vehicle) and file 2 as the Vehicle read (a file that has been read from the vehicle you are returning to stock). Click "Import VID Block from File 2" and "Import PCM Serial/VIN/TCM Serial from File 2. Then Save File 1 and close the file. Steps 2 Flash the car For an unlicensed return to stock you will need an Internet connection for the following steps. Connect to the vehicle and open the file you merged in step 2 and Click on Read/Write Vehicle: Click Write Vehicle, follow the normal instructions to start the flashing process and if your vehicle is unlicensed for flashing the following message will pop up. Click Yes. The following window will pop as the Editor connects to the Server to Flash license the Vehicle: After successfully licensing the file click close and the Editor will flash the car. Job Done.

Hi Sam, The Torque Module switch allows the torque control of the engine to be turned off. The Falcon is a torque based engine with all controls designed to deliver the required/expected torque. Turning this module off is generally a bad move and the car will not deliver expected spark, fuel or throttle response. In my case it made the car shift extremely harsh. Each of the entries in these tables are what they call torque sources. When the car decides it needs to control torque based for one of these sources it uses these values (ratios) to reduce torque. Spark is the most effective as it reacts very quickly. Throttle the slowest reacting. Transmission truncation is the amount to torque to reduce when the car is being stalled up. Transmission Shift Modulation is the ratio of the torque reduction for the the car shifts gears. Driver Demand reduction occurs when the PCM decides that the desired torque the driver has requested exceeds what the engine is producing. .Like any of these sources these are the ratios that will be used when the car is performing one of these torque reductions (sources).

Prerequisites: PCMTec Professional or Workshop Version Your existing FG Mark II Automatic (ZF 6 Speed) Tec file from car read, can be unlicensed. This is for the VIN and VID blocks so the file can be licensed for your vehicle Basic checks to verify the calibration can be merged (does not guarantee it will work): Generate your stock file Generate Stock file for the FGX XR6 Sprint (HAER1UB). Verify your Injectors and ZF Diff Ratio are the same. Three Steps will be described. Step 1 will validate that the vehicle is capable of taking the Spring tune in its entirety Step 2 will merge the calibration with the vehicle information you have obtained by reading the calibration from the car Step 3 is an option step for those wishing only to flash the ZF transmission with the Sprint ZF calibration. Step 1 Our example calibration is HAEJ2PZ Lets get the stock files and save them away: Open the PCMTec Editor and select from the "Calibration Tools" Menu "Create Stock File/Calibration Merge". You will be presented with the following wizard: Click on the "Create Stock File from Strategy or Catchcode button" and enter HAEJ2PZ as the Strategy to create the stock file from: and click "Create File". Let the editor do its magic and download the stock file calibration (including ZF) if they are not already downloaded. Then save the file away. Repeat for HAER1UB and save the file away. Close the file and reopen HAEJ2PZ, click Compare/History and load the HAER1UB file you saved for compare. You will be asked: You MUST answer No. Answering No will ensure you compare all the parameters between the two files, the output will look: Notice that the Compare does not have any differences for the Fuel Injector settings, this means the injectors are the same in HAEJ2PZ as they are in HAER1UB. First test verified. Next scroll down in the compare window for the ZF parameters and Check ZF PMCTec System parameters and see if the "Ratio of Differential" is in the Compare Window: It is the same and that means the ZF calibrations will not need altering after the copy over later. For the keen of eye there is one parameter shown there and that is the key for transmission swaps but that is another story. Now we have verified the strategy we can try the Calibration Swap. Step 2: Full Calibration merge. This is the easy part, of you want to just flash the entire calibration into the car then you only need to merge the VID block and the VIN. Close any files open in the editor and open the PCMTec Editor and select from the "Calibration Tools" Menu "Create Stock File/Calibration Merge". Click on the "Manually Merge VID/Serial Number" button: This screen will display: It does not matter which way you merge the files but in this case I loaded the Sprint Calibration in File 1 and the tec file read from the vehicle on File 2: Now in "File 1" click "Import VID Block from File 2" and "Import PCM Serial/VIN/TCM Serial from File 2". Once this has completed save the file. You will be asked if you want to license this file. You will need to do this if you want to flash the calibration into the car. Step 3: Only merge ZF Sprint Calibration in your MK 11 FG. A common request is to only change the ZF to the Sprint Calibration on an existing Licensed file. You will still need to verify the Ratio of Differential is the same. Open your exiting licensed file (HAEJ2PZ in this case) click "Compare/History" and load the HAER1UB stock file created earlier, answering No to the partial compare question. Scroll down the Compare tab until you see the ZF Parameters: Select all the ZF parameters (cntrl-left mouse click will work): Then Click the "Apply" button on the Compare Tab. This will apply all the parameters to the existing calibration and save it as a new tec file. You can then use this saved file to flash the ZF calibration with the Sprint Calibration.

Hi Andrew and welcome to the Forums. Your car has definitely been tuned by someone. I suspect the car has been put in "Open Loop Boost Control" which means the Desired Boost table will be ignored and the Wastegate Duty cycle table will be used exclusively for boost control. Do a compare against factory and check what parameters have been altered in the Turbo area. You can also post up your tec file here or send it to support@pcmtec.com.

Seanno with release 0.63 of the editor the copying over the Sprint calibrations (PCM and /or ZF) will take seconds. There are a coupe of ways to do this: Comparing the two tunes, select all the differences and clicking "Apply". Create a stock file using code HAER1UB and merge your existing Vehicle information in. Option 2 will create a complete Sprint strategy for flashing and can be used to before you license your car. This can then be used to license your vehicle and saves using an extra set of credits if you do not want to license your original strategy. We will happily walk you through this if you decide to proceed.

This has been done before and it does work. I am not sure if there are restrictions on what MK 2s will accept the Sprint calibration so If you can send us the catch code on the door so we can check if it has been done before and also if the injectors are the same as the ones used in the Sprint calibration. Enthusiast version will not do the ZF calibration. We helped a customer with the Professional version copy over all the ZF parameters from the Sprint and he said it drove amazing.

Joe (HoonTune) has finished his testing of the custom tunes and reported back. Great news it is working perfectly He now has a car with wild cams driving perfectly (MAP being used instead of Cam Angle to clean up fueling) Custom Gear Based Boost control is being used on car with over 1000RWHP to get hook up in the lower gears on the street tyres and getting full boost/power in the higher gears. Note the factory calibration does not support it gear based boost control (it is a MK II FG turbo 6 and it is not running the XR6 Sprint calibration). Pretty happy with the result, now any Falcon can have Gear Based Boost control and much more. I will be testing a lot more functionality on my car as outlined earlier.

Stevew, The brake side of traction control will be controlled by the ABS/TCS modules external to the PCM. We have never tried this and don't know if it works but another thing you can try in the VID Block editing section and that is:

Yortt. Yes a custom OS at this stage. The request came from another workshops as they wanted Vehicle Speed based boost control instead of intake temperature but this would need a change the vehicle speed to something that was working even with wheel spin (I suspect TCS may work). It was this request that triggered how to do it in an automated manner (ie the tuner gets to decide). Turns out all those hours we spend understanding the assembler and not just using factory files will pay off now. Many things can be done and I am programming the flexibility now and Rolls is working on a method to get it into the GUI. In a nutshell you will have the flexibility to put any axis input or axis on any table as well as changing any table input and dimensions. Other things the tuner could do with this method is changing the Speed Density tables to use MAP or LOAD instead of cam angle (GM VE table). More extensive changes like the injector model to use a Chrysler like system (curve with mass as input and resultant time output for injector pulse width) I am toying with. I would like to add a wideband in place of the second o2 sensor and seeing if I can turn the IMRC control around so it is an input to the PCM to allow different MAPS for something like LPG/NOS/E85 inputs.

Cautious optimism as initial testing has the gear based boots control working. Roland and I will be working on integrating this in the Editor. The changes required for the Operating system and GUI management of this will be a great exercise for us both. I am also asking if there is interest in gear based torque management as well so you can have different torque settings for each gear. Another popular ask is to change the cam angle axis on the Speed Density tables to LOAD or MAP so you could make it look like a GM VE table of sorts or better still control wild cams better.

Well any operating system can do gear based boost control now but that is the tip of the iceberg. How about gear based torque management as well? See the link here:

Richard you certainly can. Open loop transition for the Australian Fords happens when the driver requests more power and Closed loop fuel control is exited. The criteria for exiting Open loop is based on Throttle Position (TP) via table auF0523. This is the default value for my car were: Which on a turbo car with any modifications Closed Loop fuel control at reasonable high levels of boost (10psi in my case) which I was not happy with. A/D counts are throttle position in Analogue Digital counts with values varying between 0 and 1023. Think of 0 as closed throttle and 1023 representing the throttle blade full open. You can check your tune but the PCM considers Wide Open Throttle (WOT) as being around 590 A/D counts. To improve this my tune was changed to: You can edit this table to get the transition to occur at what throttle position you want. Delay Time The Australian Falcons have a delay timer/ramp that controls the transition form Closed loop to open Loop. For the turbo car most tuners change these scalar auF0158 to around 0.5: . This allows for quick transition from Closed Loop to Open Loop[ fueling. Ford of Australia seems to zero out the Open Loop Delay table so that does not play a part in the decision making for the PCM.

Upcoming release - Custom Tunes Table Axis Redirect, Gear Based Boost control for BA/BF and Increased resolution tables With PCMTec Custom Tunes a new era in Ford tuning is about to become a reality with the ability to tune your Falcon beyond the OEM level. Custom Tunes will give you third party like abilities to change the axis, increase table resolution and add features not previously available for these cars (like Gear Based Boost Control for the BA/BF). Initial testing of PCMTec Custom Tunes will be with Joe Tummarello of HoonTune . Phase I - Testing speed and gear based boost control PCMTec will allow the tuner to change the axis on a table to a completely different axis. This is very different to editing the current axis as we will be changing the actual source the axis itself. In the first round we are testing changing the Y axis of the Turbo Boost and wastegate duty cycle tables to be one of: RPM vs Vehicle Speed (Y) RPM vs Gear (Y) This will be of great help for the tuner of high powered cars as they will be able to take control of the boost for launch and feed the power in as the speed rises to maintain traction. The second option provides a quick Gear based boost control which will be very handy for street cars as well as for drag racing applications. Phase II - Changeable Decision points and Redirected Axis Second phase will allow the tuner to select different tables to use for many important decisions . This will allow you to change the decision point for Open loop fuel control from being TPS to something like MAP or LOAD. We will also add the ability to select the list of axis to change, possibly done like via a drop down or drag and drop method of selection. Phase III - Improved Gear Based Boost Control and Increased table resolution Adding new tables like full Gear Based Boost control to the older PCMs. Again will adjustable axis. Add the ability to create custom axis to allow increase of the number of breakpoints on the tables. Additional information. Initially these features will only be available for WORKSHOP level template which is currently only available with the Workshop version of PCMTec. You will need to purchase an upgrade per calibration (prices still being decided). For the Professional customers we are considering adding a template upgrade from PROFESSIONAL -> WORKSHOP Level and then allowing this to be used as the basis to access the Custom Tune purchasable add on.

Upcoming release - Custom Tunes Table Axis Redirect, Gear Based Boost control for BA/BF and Increased resolution tables With PCMTec Custom Tunes a new era in Ford tuning is about to become a reality with the ability to tune your Falcon beyond the OEM level. Custom Tunes will give you third party like abilities to change the axis, increase table resolution and add features not previously available for these cars (like Gear Based Boost Control for the BA?BF). Initial testing of PCMTec Custom Tunes will be with Joe Tummarello of HoonTune . Phase I - Testing speed and gear based boost control that will allow the tuner to change the axis on a table to a completely different axis. This is very different to editing the current axis as we will be changing the actual source the axis itself. In the first round we are testing changing the Y axis of the Turbo Boost and wastegate duty cycle tables to be one of: RPM vs Vehicle Speed (Y) RPM vs Gear (Y) This will be of great help for the tuner of high powered cars as they will be able to take control of the boost for launch and feed the power in as the speed rises to maintain traction. The second option provides a quick Gear based boost control which will be very handy for street cars as well as for drag racing applications. Phase II - Changeable Decision points and Redirected Axis Second phase will allow the tuner to select different tables to use for many important decisions . This will allow you to change the decision point for Open loop fuel control from being TPS to something like MAP or LOAD. We will also add the ability to select the list of axis to change, possibly done like via a drop down or drag and drop method of selection. Phase III - Improved Gear Based Boost Control and Increased table resolution Adding new tables like full Gear Based Boost control to the older PCMs. Again will adjustable axis. Add the ability to create custom axis to allow increase of the number of breakpoints on the tables. Additional information. Initially these features will only be available for WORKSHOP level template which is currently only available with the Workshop version of PCMTec. You will need to purchase an upgrade per calibration (prices still being decided). For the Professional customers we are considering adding a template upgrade from PROFESSIONAL -> WORKSHOP Level and then allowing this to be used as the basis to access the Custom Tune purchasable add on.

PCMTec is excited to announce that on Friday 9th of February we released ZF tuning for Professional and Workshop Customers. Never before has such tuning capabilities been available for the Australian Fords. To download please login then visit https://www.pcmtec.com/downloads This page is only available for customers who have purchased the full version of the software (Professional and Workshop). The Professional version will be shipped with two selections of the parameter level. Professional will provide all the tuning capabilities that exist on our competitors products plus some extra useful things like Differential Ratio and times for downshift. The next level of parameters is a whole new world of ZF tuning for the Australian Fords. PCMTec have gone through all the factory ZF files and found when the OEM was making changes across the calibrations. So for example we compared all the ZF tunes to each other and collected the parameters that were being altered in the factory by Ford, all of these parameters have been marked as "OEM Areas". Should you wish to view only the new parameters you can select "OEM Areas" under the "View" dropdown menu and untick the other levels. All the parameters that do not exist in other products will be under new tree entries such as "ZF PCMTec Clutch Controls". Here are the new areas in PCMTec that are new for people using other products: And an expanded: Here is a brief summary of some of the extra features: Gear Controls: filling switching and ramp pressures for each gear RPM and Shaft Speed controls: Limits on driving ranges, range switching acceleration limits, coast, upper engine speeds on tip in Pedal and Throttle Limits: Pedal limits/Minimum throttle limit for kick down Ramp and Boost Pressures: Clutch ramp and boost pressures for for the BF and FG Falocns Shift Prevention and Forbidden Actions: Upshift and downshift prevention tables and tables of forbidden shifts Shift Properties: Additional tables and scalars to control shift between gears such as ramp and pressure gradients. System: Diff ratio as well an many temperature controls Transmission Delays: Delay times for downshift (eg 2nd to 1st) , off going clutch and closing ramp gradients. Over 1000 additional parameters have been identified using this technique. These extra parameters unsure you that when you compare against another tune (or stock file) you will be able to change the tune so that it matches the compared to tune and you know these are the areas the Manufacturer tunes in and hence it will be the same tune. Very handy when you want the calibration of the XR6 Sprint ZF in your XR6 Turbo or G6E Turbo. Workshop version has even more parameters, these however are not usually changed by Ford. More than likely these setup parameters and would be required if you changed a clutch type or converter. When you read both the PCM and ZF TCM a single .TEC File containing both the ZF and PCM calibrations will be produced. These will then be visible within a single Navigator tree. If you have previously read a PCM and would like to now read your TCM into the same file, this can be done by simply opening the file before performing a read. Another method is via "File Import ECM" TCM Flashing TCM/PCM information can be read from the following screen. TCM Flash read and write can be performed from the following new screens. Features new to 0.60. We now have a graph view for lookup tables. These are view only with drag/edit support coming soon. .TEC File association. Double clicking on a .TEC file will now automatically open the editor and view the currently open file. Bug Fixes/Improvements Added "Send Logs to Support" in the Help dropdown menu. This will automatically upload your log files to our server. Please use this only if we request you to. Added "Send File to Support" in the Help dropdown menu. This will upload any file that is < 10MB to our server. Please use this only if we request you to send us a .tec file. Cells with unsaved changes now have black text. Previously the white text on the pale red background was unreadable. Navigator remembers previous expanded state. Saving to a folder being watched by google drive/dropbox would sometimes give access/denied. Editor will now retry 10x with 500ms delay in between. This logic is also used on all other open/save operations. Editing fields such as VIN/Strategy would show a warning for each character. Now you are only warned once per session. Mixture of UTC and Local dates were used, all date formats are now Local Time. If Internet was not connected at startup but connected later login details (such as credit count etc) would not be updated causing a failure to license if you had bought credits and not restarted the application. Flash read/write on small 14" laptop screens would push the close button off the screen. Layout changed so Close button can always be seen. Occasionally Flash progress would say 99.9% or flicker between 0 and the actual value despite flashing successfully. This no longer occurs. If you switch account logins the previous .dat templates would remain. These would often cause new licenses to not download correctly. Now if you switch logged in accounts the templates are automatically cleared. Demo level drop down menu was greyed out. Enthusiast demo files were missing several templates. Some units appeared as "Unitless" and had inconsitent descriptions between the lower resolution BF tables and the higher resolution FG tables. These descriptions have been fixed. Various other minor bug fixes.

Hi Richard, I spent 6 months tuning my car just concentrating on this alone a good compromise and work out which combination would allow me to stall up my Territory. PCMTec cannot give advice on what values to set but here are the Torque Source and a brief understanding what issues they will cause. The Torque sources are: For the Falcon we use 0 - 14. Target N will be Target RPM as Ford refer to N when they talk about engine RPM. Now you know what these sources deal with, so disabling torque reduction will have an impact on this. Disabling torque control for something like Oil Overtemp or any FMEM source could possibly lead to catastrophic engine failure. Also be very careful with Driver Demand as its intended function is to give the driver what they asked for in a controlled manner rather than unintended acceleration. Transmission shift and transmission torque will govern gear changes as well as how much torque the engine will be allowed to supply transmission. I will be putting these labels in the torque source for those tables for the version that will be release on Friday (includes support for the ZF as well as numerous template names and description updates). We have also asked our Alpha testers to comment on this.