Roland@pcmtec

Someone requested a list of the most popular operating system IDs to assist when changing operating system to a commonly used one. I've uploaded a list of each operating system sorted by the most commonly us ed (the metric is an arbitrary normalised number based off a few factors), they are grouped by PCM type. Popular OSIDs 8-12-22.csv BA Falcon - BlackOak1472k BF/FG/FG2 Falcon SpanishOak1024k 15-17 Mustang Tricore1791 18+ Mustang Tricore298 I've excluded F150 and some other vehicles that didn't have enough data to be useful. TemplateName,FlashModelType,NormalisedCount HAANF, BlackOak1472K, 317.9 HAANG, BlackOak1472K, 149.5 HABNC, BlackOak1472K, 118.4 HAAT3, BlackOak1472K, 105.7 HAANC, BlackOak1472K, 94.8 HAAN9, BlackOak1472K, 66.3 HAAS4, BlackOak1472K, 65.6 HABS2, BlackOak1472K, 30.3 HAAMG, BlackOak1472K, 28.2 HAAT0, BlackOak1472K, 14.5 HABN9, BlackOak1472K, 10.2 HAAPA, BlackOak1472K, 6.0 HAAMC, BlackOak1472K, 5.6 HAAMF, BlackOak1472K, 5.3 HAAND, BlackOak1472K, 4.9 HAAS2, BlackOak1472K, 3.2 HABND, BlackOak1472K, 2.5 HABMG, BlackOak1472K, 2.5 HABO6, BlackOak1472K, 2.1 HAAT2, BlackOak1472K, 1.4 HAAP8, BlackOak1472K, 1.4 HAAO6, BlackOak1472K, 1.4 HAAMW, BlackOak1472K, 1.4 HAAO8, BlackOak1472K, 1.1 HAAP9, BlackOak1472K, 1.1 HABN8, BlackOak1472K, 1.1 HAAME, BlackOak1472K, 0.7 HABMC, BlackOak1472K, 0.4 HABME, BlackOak1472K, 0.4 HAEE4, SpanishOak1024K, 164.1 HAEDJ, SpanishOak1024K, 114.0 HACCK, SpanishOak1024K, 112.7 HAEDL, SpanishOak1024K, 107.9 HAEK2, SpanishOak1024K, 102.0 HAEE3, SpanishOak1024K, 45.5 HACCE, SpanishOak1024K, 35.9 HACCH, SpanishOak1024K, 35.3 HAEDG, SpanishOak1024K, 27.2 HAEQ1, SpanishOak1024K, 26.2 HAFI3, SpanishOak1024K, 24.8 HAEJ2, SpanishOak1024K, 23.6 HAEDH, SpanishOak1024K, 22.0 HAEK4, SpanishOak1024K, 20.8 HADCH, SpanishOak1024K, 20.5 HAFDJ, SpanishOak1024K, 19.0 HAFFA, SpanishOak1024K, 17.3 HAEE5, SpanishOak1024K, 16.4 HACH3, SpanishOak1024K, 14.4 HACH4, SpanishOak1024K, 13.8 HAFH4, SpanishOak1024K, 12.8 HACCD, SpanishOak1024K, 10.4 HAEDD, SpanishOak1024K, 10.0 HAFG4, SpanishOak1024K, 7.0 HAER1, SpanishOak1024K, 6.9 HAFK0, SpanishOak1024K, 6.6 HACHH, SpanishOak1024K, 5.4 HAFFB, SpanishOak1024K, 5.2 HAEN5, SpanishOak1024K, 3.7 HAFDF, SpanishOak1024K, 3.5 HADCE, SpanishOak1024K, 3.4 HAFDD, SpanishOak1024K, 2.2 HAFH5, SpanishOak1024K, 2.2 HAFDH, SpanishOak1024K, 2.0 HACE8, SpanishOak1024K, 1.9 HAFJ1, SpanishOak1024K, 1.8 HADCK, SpanishOak1024K, 1.7 HACD9, SpanishOak1024K, 1.5 HAEF7, SpanishOak1024K, 1.4 HAFJ2, SpanishOak1024K, 1.4 HAEL2, SpanishOak1024K, 1.2 HAEL3, SpanishOak1024K, 1.2 HAEL4, SpanishOak1024K, 1.1 HAEDA, SpanishOak1024K, 0.9 HADCD, SpanishOak1024K, 0.9 HAFG3, SpanishOak1024K, 0.8 HAFF7, SpanishOak1024K, 0.8 HAEP4, SpanishOak1024K, 0.7 HAFF9, SpanishOak1024K, 0.6 HACF0, SpanishOak1024K, 0.6 HAEM1, SpanishOak1024K, 0.6 HAEH4, SpanishOak1024K, 0.5 HACHD, SpanishOak1024K, 0.5 HACHF, SpanishOak1024K, 0.5 HACCG, SpanishOak1024K, 0.5 HAFDA, SpanishOak1024K, 0.5 HAEJ1, SpanishOak1024K, 0.4 HACD8, SpanishOak1024K, 0.4 HACE3, SpanishOak1024K, 0.4 HACE5, SpanishOak1024K, 0.4 HACE7, SpanishOak1024K, 0.4 HAEJ0, SpanishOak1024K, 0.2 HACCF, SpanishOak1024K, 0.2 HAEO4, SpanishOak1024K, 0.2 HAEP5, SpanishOak1024K, 0.2 HAFG1, SpanishOak1024K, 0.2 HAFG2, SpanishOak1024K, 0.2 HACCB, SpanishOak1024K, 0.1 HAEG8, SpanishOak1024K, 0.1 HACD6, SpanishOak1024K, 0.1 FSGS0, Tricore1791, 278.8 FPGS0, Tricore1791, 250.0 FPGM0, Tricore1791, 173.1 FSGP1, Tricore1791, 96.2 FSGM0, Tricore1791, 86.5 FPGP6, Tricore1791, 67.3 FHVJ1, Tricore1791, 19.2 MGMVA, Tricore1791, 19.2 KTDK0, Tricore1791, 9.6 MGMCA, Tricore1791, 9.6 FSKK0, Tricore298, 134.1 FSKK2, Tricore298, 134.1 FSJJD, Tricore298, 109.8 FSKR6, Tricore298, 97.6 FSJJC, Tricore298, 61.0 FMKK0, Tricore298, 61.0 FMJJ3, Tricore298, 48.8 FSJJ4, Tricore298, 36.6 KTFK3, Tricore298, 36.6 FSJKA, Tricore298, 36.6 SGFJ2, Tricore298, 24.4 ZRBM0, Tricore298, 24.4 FSKW4, Tricore298, 24.4 FSKR5, Tricore298, 24.4 FMJJB, Tricore298, 24.4 FMJJC, Tricore298, 24.4 FMKK2, Tricore298, 24.4 FMKR5, Tricore298, 24.4 FMKW5, Tricore298, 12.2 FMJKA, Tricore298, 12.2 FMJVD, Tricore298, 12.2 FSJJ5, Tricore298, 12.2 FSJK0, Tricore298, 12.2 FSKK1, Tricore298, 12.2

You change the overboost side not underboost. Then make your desired boost like 8psi so when it shoots to 14psi you get a high overboost error that you won't see in the high gears and this will kill torque. You don't want to adjust the underboost adder as this will affect high gears.

If you have an FG you can also use the cam timing to control boost which might let you get it a few psi lower. You could put silly numbers in the these adders to reduce torque also. Eg move the inlet cam by 20 degrees on the high error. Thinking about it more this is probably your best option as you can drastically influence torque with cam timing.

If you run less boost you can run a timing hole in that area. Eg pull timing out of the upper midrange which you don't usually hit. If you map trace the torque curve with lower boost and set up extended resolution spark tables you could make the timing flat from ~2.0 -> 3.0 load at higher rpm. This won't affect spool if you only do it from 3.5-4k and only from 2.0 load upwards (eg ~14psi). It isn't going to affect the upper gears as the torque curve will go around the hole. This is a pretty hacky looking spark table, but you get the drift. I've tried to draw a map trace of what your torque curve probably looks like. Might feel a bit doughy at part throttle but if you run the multi tune and only do this in 1 tune slot as a low power test. I've never tried it but if its a ZF you could try modifying these tables. These tables are in the ZF itself though, so you would need to reflash the ZF to change from low/high boost mapping via this method. This is max torque "when towing" which is in the PCM which you might be able to make work.

4 Port controller with closed loop boost control would probably be what you need. I think you can torque limit based on gear in the ZF though which would pull throttle in the lower gears and potentially work well?

Clutch in is indeed the correct one. The ones under custom os are only because we use them for testing the custom os, they should still be available in pro. Otherwise for simple IO diagnostics forscan does a great job as it only shows you the bare minimum.

Definitely don't zero out auF0220 in the upper end. Zeroing it out in the low temps is ok when dialling it in if you are unsure how much timing it can take but you will want to leave the high IAT adder in for hot days. Just be aware when you are tuning it how hot your IATs are as if you tune it on a hot day when everything is heat soaked, in the middle of winter it is obviously going to run more timing, so make sure you take this into account.

Pcmtec???

What does torque source say? That will tell you which truncation is kicking in. Might be oscillation/ tip in etc

There is a maximum slip value or table I believe from memory.

You could try holding the line high with a voltage divider to say 1v and see if it stays exactly at the same value in the datalogger or not. I believe there is some circuitry around the rear o2 sensor to filter the input as the analog input is non linear (hence the weird curve you get with the pirotta kit).

Locking the value is the best idea. The sensors do have an accuracy of +-5% according to the datasheet. Couple this with ground offsets etc it will move around a little. 4% ethanol variance is only going to adjust stoich a tiny bit though. If it only moves around during acceleration this is quite odd. Either you are getting temperature/pressure fluctuations or there is a ground/alternator issue. It could also be noise but I'd expect to see this all the time but just during acceleration.

The demo version has been removed for various reasons and won't be brought back. We treat the $300 enthusiast version essentially as a demo as we do not make any money on this product. Also although it is not official policy will we issue a refund if people are genuinely unhappy with the product. We are also happy to provide screenshots, this along with the videos and guides on the forum we believe provides enough content for people to decide if the product is for them or not. If you download the full version of the software it will not work without a paid login (eg someone sends you a link from their paid account). We do track account sharing and flag if multiple PC's are using the software simultaneously. The downloads page is hidden if you do not have a paid account, although you can probably still find links to it if you look hard enough. With a paid account the website looks quite different which is why you can't find most of the links or see blank pages.

Short answer: CHT is filtered by auF11645 Time constant for filtered CHT. which is set to 1.2 seconds by default. Change this to make it move instantly. Datalog MID33881 for CHT Fault - This will be set if the AD count exceeds auF10305 (1018) or goes below auF11617 (10) Long Answer: Next the following may assist you. This is the CHT transfer function for A/D counts per degree. There are two transfer functions auF1361 and auF2557 it uses the "dual resistor" model when the inferred temp is above auF12365 Use dual resistor system above this temperature. which is set to 80°C by default. Modify the following scalars to adjust how the over temperature modes function. They don't have proper descriptions yet but I have named them in this post to assist. There are 3 over temp levels. Level 1 P1285 is set and the overtemp lamp will come on. Level 2 P1299 is set and torque reduction will occur by shutting down the number of cylinders set in auF10294 Level 3 Number of cylinders specified in auF1613 will be turned off I believe Level 2/3 are set up to shut down all cylinders by default, however you can set it up to be staged. Eg run on 3 cylinders, then full engine shutdown. auF1544 CHT Level 1 temperature setpoint (indicator lamp turns on) 126 °C auF10952 CHT Level 1 P1285 Temperature Hysteresis (falling edge, eg must be lower than auF1544 ) = 110 °C auF2280 CHT Level 2 Temperature setpoint = 126°C auF1870 CHT Level 3 Temperature setpoint (cylinder shutdown) = 204°C auF11550 Level1 P1285 Temperature Setpoint The count setpoints are I think are in multiples of how often the code is called. So this may vary on BA vs BF etc. The max number is 250. It might be milliseconds. auF11550 Level 1 P1285 Count Setpoint auF12210 Level2 P1299 Count Setpoint auF12214 Level 3 CHT Critical Level Count Setpoint Datalog MID06769 for Level 1 current count Datalog MID06770 for Level 2 current count Datalog MID06771 for Level 3 current count Datalog MID33881 for CHT Fault - This will be set if the AD count exceeds auF10305 (1018) or goes below auF11617 (10) When testing make sure the engine has been running for this long otherwise fail safe cooling is not enabled auF12786 Time allowed in run mode before entry into fail safe cooling is permitted. = 10 seconds You can manually force fail safe cooling by setting auF1549 = 1. This is if you want to see what actually happens in fail safe cooling mode. auF11665 Time since power up to keep fail safe cooling light on for bulb test. This is how long fail safe cooling must be active before the coolant lamp is turned on. auF12949 Frequency of the engine coolant light flashing on/off. = 1 second This is the interval at which the engine coolant light will flash

This could could kill your motor (hot carbon spots causing pre ignition or hydrolock at idle if you held it down) but you could put the individual cyl trims in the launch tune and make 2 cylinders go 100% duty cycle. That way the other cylinders should keep the EGT high enough to ignite the fuel. Only pull the launch button at high rpm to ensure it goes out the exhaust.

Check out the decel/idle load vs rpm threshold table. It's 0.13 from memory, which is where it transitions. You can tweak the decel timing to smoothen the transition also.

Test it and find out. Set it to some low number and make sure it goes into limp mode. You can also use tmap and boost sensor max voltage.

Check the intake for air leaks with a smoke machine.

Yes

Use the control key and you can select a subset of the chart. (shows in blue) then you can show the line plot/map trace over that section only, eg the dyno run only. Have a look in the datalogger video where they do the blue drag select (press ctrl once to initiate the cursor, then again to end the selection). Your datalog is showing a very low resolution for load. I've highlighted the actual log values you are getting. Right click and make sure load is set to high priority, I'd also consider removing anything else from the log you don't need so you can have a very high resolution log

You are logging the wrong DMR. This was in our default layout files about a year ago in abets build at one stage by mistake. It has since been removed but if you load old config files with it in there it will still log the cell index dmr. The value you are seeing is the cell index of the load axis, not the actual load value. If you remove it from your layout and look in the tree for load the will show you the correct value. We updated the description so it should be fairly clear now that the wrong DMR is not load but in fact cell index. We've also hidden it from search so people don't select it by accident as there is no real good reason to log it. Once you add the curve load dmr map trace it against your spark map and you'll see which cells are getting hit. It will also draw a torque curve across your timing map making it much easier to tune.

If your fuel trims are within 3% on 98 and your afr matches commanded lambda you should be able to simply change stoich. Keep in mind you might not actually have e85 in the tank. I've been getting e75 lately here in Adelaide from United.

Try running 0 wastegate duty cycle and see what cells you hit. I bet it knocks. Same with doing a WOT run from 1500 rpm in 6th gear. This is not how you should tune spark tables.

High pressure at idle is typical of the return flow being restricted. Normally you'd modify the return flow path for a 525 (we had to on our BF test car with the 525). To save yourself time KPM and many others sell full kits, eg wiring, modified swirl pot, everything is bench tested and warrantied for continuous E85 usage. Highly recommend just purchasing a kit like that purely on the time you save as you know it will hold flat pressure at idle/wot for your given power level. Also there is a function to hold the E content at last value above a given TMAP pressure. It is set out of range by default, I recommend setting it to approximately 1.2 load (work out what this in inHG) so that the E content locks during a WOT run. This will also save the engine if you have the sensor in the return line and what you are describing happened after the vehicle has left the shop.