engineermike

For reference the OS is KTGV2 (Roush F-150 2020) and I do believe the issue is specific to the OS and drive mode.

I solved the issue by populating the table as attached. I can't very well explain why, but this is what it took to make it follow the commanded downshift speeds.

I'm pretty sure I've figured this out. What I learned is that the downshift tables aren't treated the same in the logic in various drive modes. I was able to get the downshift speeds vs pedal position to do what I want but the values needed in the base table are drastically different from reality. I have to use much lower OSS values to get the desired shift points.

There is seemingly some other drive-mode specific downshift trigger that I'm missing. I've already switched off "PPH" shifting which I believe is the torque-based shift scheduling.

Folks, I'm stumped. I was attempting to lower/discourage certain downshifts in my 10R80 (2020 F150 Roush, KTGV2). I lowered the values in the downshift schedule auf67052 but it did not change the behavior. I then copied the same downshift values into ALL downshift tables in case it was using the wrong table, and it still did not respond. I later found that "Tow" mode was acting exactly how I wanted (base mode was not) even though the same downshift values were in all tables. As a result of this learning, I copied all upshift, downshift, coastdown, TCC slip, and TCC unlock values from Tow to Base tables....and Base still didn't respond. Any ideas what I'm missing?

This is the 10r80. Sorry for not stating that up front.

I've seen this attempted in other logging platforms but I thought I would share here to save someone else some time. I believe the logging parameters MID87476 through MID87481 are clutch slip, in rpm, for clutches A through F respectively. If you go to log these, it shows the slippage whether intentional or not. So, in 3rd gear it will show clutches B and F as having lots of slip, and in 4th it will show B and E as having slip. This is how it's supposed to work. Hope someone finds this useful.

Nevermind I figued it out. It's MID42954 for the for injector pulsewidth and MID71830 for the max pulswidth. So just divide to get duty cycle.

Does anyone have an idea how to log injector pulsewidth and max pulsewidth in a gen3 coyote? None of the mid numbers mentioned above show up in the logger.

The description is "Minimum power demand enrichment time delay to engage the LAMBSE blending algorithm (torque smoothing feature), seconds."

This is great info! Any idea how auf41603 might play into this?

I made progress but not solved yet. The question in my mind was, is the EOT value causing this or the actual EOT? Someone else had the idea to "fool" it to believe a different temp to see if the problem followed the temp reported to the PCM or the actual temp. I found auf60084 and learned if you put a smaller value in, it will report lower EOT. When I did this, I found the "VCT disabled" issue tracked with the actual oil temp, not the inferred temp. In other words, after the engine oil was good and hot it did not have the issue even if the reported EOT was 150 or below. Therefore, it's not some EOT vs XYZ table in the calibration doing it. It leads me to conclude the problem is physical in nature and the PCM is seeing something it doesn't like and disables VCT as FMEM of sorts. Being a physical problem, I've compared a ton of logs and observed that the cam angle, angle error, and phaser duty cycle do not seem to correlate to the disabled issue. I'm thinking in the direction of cam-to-crank reluctor diagnostics but can't get my head around how this might be affected by oil temp or viscosity when the phaser and solenoid seem to be working properly at the time.

It only happens at high rpm/wot, intermittently, and seems to resolve when the oil is hot. Everything works fine until vct schedule switches to “disabled” which sends all cams to 0,0. I just don’t know the possible reasons the logic would decide to do that.

I just noticed it on my own car. I’ve searched parameters, channels, and read the ford obd diagnostic manual and can’t seem to correlate what causes “vct disabled” beyond inadequate oil pressure.

Coolant temp is 185 F. Oil temp when it does it is around 190 F. The issue seems to stop around 210 F.