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Everything posted by Roland@pcmtec

  1. These two will force a car into open loop as well. set auF2543 FUEL OVRD SWITCH to 1 make sure auF1545 FUEL OLCL SWITCH is set at 1
  2. Yeah so as he says WinOLS is really beyond 95% (or more) of tuners. Generating definitions from scratch is extremely time consuming. For example there are 165 operating systems from 2002 to 2016 in the Ford Falcon. Each of these has to be defined separately. We have written our own decompiler that pattern matches several calibration that we have defined by hand against all of the others, this makes the process much faster, but you still have to write the decompiler. There is probably 2 years full time work that went into just that one part of the software. Basically this job gets harder each year as PCMs get more complex, different security (and checksums) and they add more and more advanced algorithms and tables. The current 2018 Mustang for example has over 33,000 scalars and tables. This is a compilation of 100s of engineers work over 20+ years. It is not really possible for one (or even several) people to reverse engineer and understand all of this. Sure you can reverse engineer and define the tables, but how they all interact and work is incredibly complex. Even calibrators who work for large OEMs who have access to source code and calibration guides struggle to understand how a lot of it works at times. This is simply because of the vast amount of code that needs to be understood. Often you'll have a full team of engineers, each working on calibrating only one part of the PCM, they often don't understand what the other ones are doing as they don't have the time to learn everything.
  3. It is likely going straight to the base fuel map and not using the cold start map. You could try increasing the temperature that the cold start map is used at.
  4. Turned off long term fuel trims entirely and see if it still happens Will
  5. Figure out exactly what coolant temp it is at when you do a hot start. Then massively enrichen that part of the cranking lambda table. If it still doesn't start then you have a mechanical fueling related issue. The PCM already takes into account a heat soaked fuel rail and compensates for it on startup. You could also try pulling your fuel rail out and checking it is spraying when hot.
  6. Anything else like this please post a bug report as well. Often people have issues for months and we are unaware they exist as no one tells us. The more information you guys give us the better!
  7. There is an arbitrary limit of 8 at the moment, only because no one has logged more than 1 input to date.
  8. Can you explain a bit more for the default for log save? You can already select "open new items in a new window". We don't persist this item as lots of people were turning it on and not knowing how to turn it off again clogging up support requests. Is that what you mean by default?
  9. It sounds like it is saving in raw mode, I'll confirm what is going on there. Raw mode only saves only the real values, not interpolated values. Depending on what you have logged there can be a 1 second delay between packets depending on how many items you are logging. Everything else is "made up". Depending on what you are doing this is better as you know only real data has been logged and not made up interpolated values. If you want to ensure high poll rate right click and select "high priority" on important items. Up to 15 items can be logged on high priority which is roughly 50ms update rates. Certain common parameters like rpm and temperature are broadcast and will always be logged at a high rate as well. Everything else will be poll based and depend on the number of parameters ticked as to the rate at which they update.
  10. It is listed above in the post by darryl. Map intercept at zero aircharge is the one you want. The intercept is the c part of the y=mx+c equation, otherwise known as an offset.
  11. I like it. I'll put it on the list.
  12. Set up everything required for flat shifting then you can set your limiter where ever you want. Using the multi tune with launch control is MUCH more flexible though as you can simply set the main spark map to -30 etc. It is super easy to do if you follow the guide.
  13. Currently there is no ability to cut spark from the factory PCM. We have played with a few methods however we found a fuel dump/spark retard coupled with a injector cut out to be the safest and most effective way to limit engine speed. Likely this video is using an aftermarket 2-step or it is just a very aggressive spark retard coupled with fuel dump (will make huge pops and bangs).
  14. There would be no return on investment for us to build such a tool unfortunately. Forscan, IDS, FDRS etc all do these tasks much better than we ever will and support thousands of cars for a tiny price. The Falcon ZF is the only TCM that Ford never released a tool for. To build, test, QA and release a product like that (which would only support a now extinct model of car, the Falcon) would end up costing us close to $100k in development, not only that but we would lose 3 months of development time on our flagship products (the multi tune etc). We would sell maybe 100 copies of the software and I doubt anyone would pay more than $300 for it. There are a lot of things we would like to do, but we have to say no to about 90% of them as we would end up building 50 tools poorly instead of 1 extremely well. You can see why the high end scantools cost thousands of dollars a year in subscription fees, it is a huge amount of work to build and maintain even simple products. So if not many people use them, you have to charge a lot of money to make it anything other than a money losing exercise. Where as with something like a tuning product that people use daily and are willing to spend $150-$500 per car in licensing fees, you can suddenly dedicate several full time staff to polishing and constantly improving the tools for multiple years.
  15. We are the only company who has mapped these parameters to date, so we need to recoup on our investment which is why we don't put everything in the professional version. There needs to be an incentive for people to pay full price.
  16. When writing the PCM it triggers a "hard reset" which clears the long term fuel trims and various other learnt values like idle airflow adders etc.
  17. Workshop edition is required for that one. We have a special on until the end of the month or the first 20 customer 50% off if you want to upgrade!
  18. Already an option! Change the file type when saving to csv or rawcsv (no interpolation with exact timestamps as received only). Personally I use it primarily so I can view the logs as a scatterplot in megalogviewer HD.
  19. The above fixed my lean tip in without needing to enable pump shot gain. I found I needed a 2 minute open loop window with lots added to the lost fuel table to fix that. Even on 98 with the ID1000s it would stumble on tip in when cold. I can stab the throttle off idle when stone cold now and it will not misfire. Same with flattening it at 1500rpm when stone cold (not that it is a good idea to do that when cold). Drives like factory imo.
  20. Thanks for this @finnigan001 you can see this is where good old experimentation wins. These are the numbers I used in my BF with E85, starts first go at 5c° (as cold as it gets here). This is with ID1000s with 1-2% trims. With injectors with a poorer spray pattern you might need to go richer, same with if your injector slopes are out. If it gets below 0°C it will need further tweaking as I could never test it that cold. I also modified the following auF2325 cranking airflow auF0180 Cranking Lambda auF0411 cranking throttle angle auF0178 lost fuel Fuel base cold auF0173 Closed loop delay auF0162
  21. Indeed it is. The main reason for a system like this is the fully variable intake/exhaust cam. As if you were to imagine a commodore with 10 different camshafts (all different overlap in 5 deg increments but the same TDC timing) and their VE maps. Then another 10 different camshafts which are offset +-45 deg from TDC with no overlap and their VE maps. Then trying to somehow tune all 100 VE maps by hand it would be impossible. However if you actually did tune all 100 maps, you'd see that they were simply multiples of each other. Knowing this you could come up with a formula to approximate or guess the VE map without ever actually tuning it, this is basically what the Ford system is. This system means you can have infinitely variable inlet AND overlap at the same time, and still tune it with only 2 tables.
  22. That is where it gets difficult! if you are curious this is what we have to decipher to do the writeups we do. You can see how it would be extremely error prone as well and a lot of the time brute force trial and error with lots of logging is quicker than us trying to follow the code. We can however quickly see which scalars/tables are used in a calculation from the below logic without actually reading the code. Here is a small snippet of the speed density logic (in total its about 100x longer than this screenshot).
  23. Yep so in a perfect world you simply enter your lambda value in the base fuel table and happy days, all loads/boost levels will match that lambda. This assumes your injectors and speed density are dialled in correctly. On a mustang they literally give you a single scalar for fueling at WOT, assuming the rest is stock there is nothing to do as it will match this value. Once you start changing camshafts and putting large turbo with different backpressure you will need to start manipulating the speed density. On a locked cam V8 its very simple as you'll find your error will almost always be linear so regardless of load you can multiply that rpm cell by your error term and get close to target. On a VCT enabled car (5.0s have inlet and 4.0s have both inlet and exhaust) you'll find you need to log inlet cam angle, rpm and your fueling error. Then you modify the correct rpm column AND row. From a simple perspective you can log VCT inlet angle instead of load and tune it in a similar fashion to how you would log load on say a commodore. The only times you need to adjust the offset table are when you have decel/cruise fueling errors but perfect fueling on full load. This is typical with a larger camshaft as you start getting reversion etc.
  24. There is no load axis. It uses the speed density algorithm as discussed above. Approximated as Air mass = map * slope + offset As you can see you don't need a load axis as map pressure takes that into account for you. It is a linear relationship for a given rpm point. If fueling is off at cruise only you modify the offset table, if it's linearly off at all loads you modify the slope table.
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