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Roland@pcmtec

PCMTec Staff
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Everything posted by Roland@pcmtec

  1. You could write your own driver and give it the same name. Another option. OBDX driver for example literally just remames the com port, it's the api dll that does everything. It now doesn't even need the driver and will try random comports until one responds appropriately.
  2. No one has done a map based truck os in a Mustang to date that i know of. Its not impossible but it wound be a huge undertaking as the abs, drive train friction run well all need recalibrating. I don't believe even the firing order is the same. Also means you actually need to understand speed density tuning, no more MAF curve fudging. If I had an entire spare year and was retired I'd consider it as a challenge.
  3. Not possible as the 21 and 26 clutches and lockup are different, it would either fault, drive terribly or grenade the box.
  4. Unfortunately they majority of customers are not interested in it as they ask use aftermarket logging solutions (AEM and custom dashes etc) or the dyno. So we don't have the resources to add this.
  5. There are several ways to change tune and ethanol select in the Ford 15+ family (Mustang/F150/Explorer etc) with the PCMTEC MultiTune Custom Operating System. With the engine off. Accessories on (You will see a dash sweep, and then the previously selected tune/blend content, note you do not have to wait for this to finish) Engine off Cruise control on (press once) Press Cancel (now in tune edit mode) Press +/- to go from 1000 rpm, 2000, 3000, 4000 (base tune, tune 2, tune 3, tune 4) Press Cancel (now in ethanol/blend select if you have it enabled) Press +/- and you will see the speedo change from 0-100 (or 85 depending on your max value). Press cancel again to return to tune edit mode or press cruise on/off to exit edit mode. At any time wait 10 seconds (configurable via auF100029) for it to time out, or press cruise control off to exit edit mode. All adjustments are made immediately. With the engine running. Accessories on (You will see a dash sweep, and then the previously selected tune/blend content, note you do not have to wait for this to finish) Engine on Cruise control off (press once) - Note this is so that your cruise control still functions as per factory when the engine is running Press Cancel (now in tune edit mode) Press +/- to go from 1000 rpm, 2000, 3000, 4000 (base tune, tune 2, tune 3, tune 4) Press Cancel (will exit tune select mode) At any time wait 10 seconds (configurable via auF100029) for it to time out, or press cancel/cruise control on to exit edit mode. All adjustments are made immediately. Adjustable launch rpm setpoint For launch control adjustment (engine can be running or not running) select tune 1 (1000 rpm) press - (now in rpm select) Now press +/- to adjust the variable RPM launch setpoint (if it is enabled). Press Cancel to get back to tune select mode and re-select the tune you want. Now if you want to be able to trim your blend/fuel whilst the engine is running we have a timer that allows you to do so. Previously this was 60 seconds by default (it is now 0.5 seconds), this allows you to dial in user flex and look at short term fuel trims if you are not confident on what is in the tank. During this time frame you follow the "engine off procedure". As this is not intuitive for most people (especially as most customers do not require this) we have since changed the timer to 0.5 seconds by default effectively disabling it by default. If you want to re-enable this functionality (perhaps for demonstration purposes) you can reconfigure these timers to all be larger. Eg: auF100029 Maximum time to leave the RPM displayed after last tune change with engine running This is how long the tune/blend ratio is displayed before it times out and exits. Default is 10 seconds. auF100034 Maximum allowed time to change tune and fuel after the engine is running This is how long you can use the "Engine off" procedure with the engine running to dial in user adjustable ethanol content. Default is 0.5 seconds Note: If you do not want the tune to change immediately when selecting it you can set the following scalar to 1. This will then only change the tune when tune edit mode is exited. This may be desirable if you have something in tune tune 4 but do not want to tune 3 to activate momentarily whilst you scroll through the tunes to select it. auF100048 Confirm Tune On Exit (default 0) Launch Control Engine on Press and hold the cruise on/off button. This will activate the momentary launch control map whilst the cruise control button is held down. When it is released it will revert back to the map previously selected. If you have variable RPM launch control enabled it will also activate the variable RPM launch setpoint. By default this is soft rpm limit however it can be changed via various methods to be a hard cut or our soon to be released anti-lag spark retard/spark cut As the launch map is simply a momentary map enable slot it can be used for anything. In turbo cars we find it most commonly used for rolling antilag or overboost (boost scramble). Eg you set up a retarded spark timing table in this map that pulls timing drastically to assist in turbo spool, usually dumping fuel, changing VCT timing etc. Or simply make it a copy of the "full boost" map and allow full boost to be achieved whilst the button is held down and only then. For non turbo cars or cars that are drag raced and need a consistent launch, that is when we use the variable RPM launch control where it will hold the RPM at a variable setpoint (like the factory setup but without all the button pressing to enable it). In a manual car the factory launch control may be sufficient and not necessary. Simply using the rolling anti lag setup is a very effective "launch control" to get off the line with maximum boost, especially on cars with larger turbos that need assistance. There are some guides for the Ford Falcon here, you can use similar principles with the maximum cylinder pressure timing map in the ecoboost motors. In automatic cars setting up the anti lag with a spark hole as described in the guide above (depending on how far the standard stall converter will slip) is a great use. You can see several videos of it in action. We have seen a 4L turbo 6 with a GT3582 make 27psi in neutral with this technique. Note There are many other Custom OS features that can be configured under the CustomOS System Configuration -> CustomOS Cluster Configuration navigation tree. These allow you to adjust debounce timers to tweak how long the cruise control buttons have to be pressed, how many rpm/kph/mph each step is and min/max limits for various functions.
  6. Give me another magic name and I will get it added to the list if this helps.
  7. You often see the same error with large cams or intake leaks (due to the extra airflow at idle) triggering the IPC (basically it thinks there is a post throttle body air leak and shuts the car down to prevent a run away engine).
  8. Most workshops use the dyno with the wideband and log basics like timing/rpm/spark directly that way from our experience, almost none of them used the DLP-8 hence it not getting any updates in the recent years. This is currently the only implementation we have for the Falcon. We can provide the DLL implementation (it is basically open source) specification of anyone wanted to build their own replacement and sell it. You could also try contacting Nistune as this was their primary analog input datalogging solution at one stage. I know @hjtrbo built an emulator to allow his innovate to be used. We can change the hardcoded COM port name detection to detect a different name to work with his implementation if it is available and still works.
  9. I believe this is used in the convertibles. The convertibles even prevent certain downshifts due to NVH. These maps can also be used to make droney exhausts sound quite nice. Eg if you put downpipes on your car you can really fix the rasp/drone whilst having a nice idle and high end rpm sound.
  10. You literally swapped a BA PCM to a BF PCM and it worked? What about all the other steps, loom, PATS, security etc? Im sure its possible as per your original question the strategies are not compatible, the hardware might be but I surprised it did without a bunch of other work. I'd the BA didn't have ABS and was manual then it's more likely but it without some serious comparing of the calibrations the tune would be out, let alone the DTCs you you likely have.
  11. Confirm it is indeed a unitless ratio, not %. I will get the templates updated to reflect this.
  12. This is interesting. As we never calibrated any of the other tables it set flex alc % to 38.65 in our datalogger when it likely should have been 0.3865 had the other tables been fully calibrated. Thank you for reporting back and we will update/clarify the original post that this is actually most likely a ratio and not %
  13. Could you email it to support@pcmtec.com instead. It will auto create a ticket. We will be looking up into why the channels are not automatically ticked when loading a tlo. We recently did a devexpress UI library update which may have regressed this. Loading an off-line layout file will also be added to our test procedure for future updates.
  14. The following will set your active exhaust to be fully open in "track" mode at all time except for quiet mode. In an 18+ GT this will set your exhaust flaps to be fully open (eg track mode) at all times except when "quiet mode" is selected on the dash. This will mean on the street you will only meet noise regulations when in quiet mode. 1 is "quiet" mode. I set it to still open the valve at WOT and high RPM. Map 2,3,4,5,6,7 set to 1.0 at all times Map 8, 9 and 10 leave as stock (0) We are not sure if these are ever used, so we simply left them at their default of 0 at all times). These may be FMEM tables or not referenced, there is an array that tells the PCM which map is to be used when, however this is chained via several what appear to be automatically generated code blocks which is difficult to follow. Trial and error is the quickest way to determine which map is which in this case. This guide may not be suitable for newer vehicles. However is is confirmed as correct on RHD 18+ GT 5.0 Mustangs. To be sure if it will work on your vehicle compare the stock values of these tables in any FSJJD calibration against your own, if the tables that are all 0 or 1 are the same, then the configuration is likely identical to yours.
  15. Another demo of utilising the launch control as a rolling rev limiter for roll racing.
  16. Mustang / F150 / Explorer / Focus / Taurus MultiTune and User Flex activation Guide The following video shows how to change tunes on the fly, adjust flex fuel ethanol content and activate launch control. The vehicle in question is a 20 Mustang GT 5.0 however the procedure is the same for all vehicles. The main differences are the different steering wheel combinations, some use a combined resume/cancel button, some use individual buttons. The same is true for cruise on/off. In all cases you can press either or both of the buttons to achieve the same functionality. NOTE: This video is with the engine off. To do the same with the engine running, simply ensure cruise control is OFF, not on. This way cruise control functions as normal. On the Ford Focus instead of the Speedometer showing the Ethanol/Power blend content, the Digital Cruise Control setpoint at the top right of the dash will show the value instead.
  17. A vacuum is 0. A negative pressure is impossible, a relative negative pressure however is possible. It's all because boost guages from the 90s were to show how much "extra" pressure you were getting, but when you are measuring actual pressure, no one uses negative numbers except for people who are used to seeing them. Depends what you are comparing one pressure to, atmospheric, or 0.if it's atmospheric you'll see a negative number, if it's 0.. It will always be positive.
  18. It definitely sets the correct AFR and Lambda in our test car but we never did a full calibration hence the "this is yet to be tested" note. Now your table is upside down. That definitely won't work due to how the table lookup routines work. Have a look at an F150 file for an example of what values they use. Now once you get the AFR/stoich correct there is still probably 60 tables that need calibrating. Using the PCMTEC method is much simpler and what all our tuners use. Though if you have time it's worth persisting with this.
  19. Using data from multiple sources will add considerable complexity. It's unlikely we will do anything other than a single hard coded channel until we have more staff and can implement proper user defined maths. There are so many edge cases with combining the dlp and dmrs. They poll at different intervals, what happens if the DLP gets unplugged mid logging but the pcm does not. What happens if a dlp sample is ready but the dmr sample is lagged by 2 seconds due to someone logging 200 different channels at once, so we wait and hold up the entire logger, so we simply use the last good sample etc. It would be a week long design discussion before even touching a keyboard.
  20. We are considering adding some hard coded math channels for MAF logging (LTFT + STFT) / 2 in the interim, then potentially adding a UI for proper math channels, however this is likely going to be many months away at this stage.
  21. OBDX FT runs 64 bit mode. This generally makes the editor and datalogger run much faster and far more stable. It will log for 8 hours straight, if you don't like restarting software and leave the editor open for a week it will continue to run. There have been no updates to the datalogger since this original thread was made (possibly a few bug fixes made there way in). Any improvements are side effects due to improvements in other parts of the software. We have however continued to name and categorise DMRs, the actual back end software is unchanged though. If you are tuning Falcons only I recommend using 2.xx as it includes a reduced template set (less memory and generally faster to connect and load). 3.xx. Is the same code base just with larger template and global name/description sets. This obviously adds overhead and will result in slightly reduced performance. It also has a mustang related features which are not enabled in 2.xx to lower the risk of new Mustang features breaking anything Falcon related.
  22. The raw assembly is: map in inches of mercury = map slope(ayF0037) * map voltage + map offset (auf0038) eg map (inHG) = 15.983 * 0v + 0.4864 = 0.4864 inHg Yeah it is absolute referenced, but Fords equation has a + not a subtract hence its a positive number. Then for the boost sensor they use the opposite and you get a negative number (it caps at zero due to location). But Ford define both as inHG. IBP (inHG) = 15.983 * 0v - 0.4864 = -0.4864 inHg If Ford had done it correctly they would have set MAP as inHGa and IBP as inHG but they didn't. Then to confuse everyone they use inHG for the desired boost table, but they also use inHG for all MAP referenced tables. 2psi pressure drop across the intercooler.
  23. It is absolute referenced however its positive and all tables are positive. Look at the TMAP slope equation and the voltage input. The default units are inHG. However you only ever get a positive voltage, hence you only get positive numbers. The only way we can make it negative is by lying and saying that its inHga as the native raw units. Then when you select inHg or psi you'll see a negative number. It is not what Ford intended though.
  24. The Gauge units are actually correct by the way. My Mustang reads 450mmHG at idle on the factory dash. Ford incorrectly use their units internally for MAP in all their vehicles. Obviously there is not positive pressure in the manifold at idle, its a partial vacuum, however Ford don't believe in negative numbers for MAP, so it is what it is. 540mmHg is 10.4 psi, -4.25 psig In the Falcon they use inHg as the default raw units for boost (IBP) and MAP. In their raw unadulterated form if you datalog these values you will see 10inHG or 5psi on the map sensor at idle, and 0 psi on the boost sensor (as its on the compressor outlet). Once on boost you will see 8psi (on a stock car) IBP and 22.7 psi on the MAP sensor. As this doesn't really make sense (but it does to Ford and still does to this day) we have since fudged the raw units of the MAP sensor to pretend that the native units are InHga, this means you'll see a negative value on your map sensor when in vacuum. Beware however that every single table in the editor that references the map sensor does not have negative numbers, so whilst it may make more sense in the datalogger, you'll now have to add 14.7psi or 101.325 kpa to any MAP referenced table (or change your datalogger units to be psia/inHGa and compare them to psi/inHG. Boost is not affected as this has always read what you see on an oldschool analog boost gauge, it also doesn't read negative due to where it is positioned. So we have just changed this so you will see -4psi at idle on the MAP sensor when selecting PSI, however if you need to reference this against a MAP referenced table (there aren't that may) you need to change the units to PSIA/inHGA. This might make you happier, but I guarantee it will confuse someone else who goes "why does my custom VE table start at 0 inHG/0kPa). You can't win here. If we get complaints or confusion about this we may change it back so that you will never see a negative MAP value. There isn't really a correct answer here and it is not possible to please everyone. Here is how your datalog will look now if you take a new one today. Just for fun, we left all the other DMRs alone in the Mustang so they match what you see on the dash and other dataloggers. MID57543 is is shared on the Mustang/Falcon. MID42519/MID02776 are not we are keeping these in the true ford spirit of "no negative numbers" with their raw native units as inHG (despite it not actually being inHG).
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