Roland@pcmtec

Can you datalog ethanol % during the run. Where is your flex sensor installed? If it's in the return line and you have presssue drop you'll see erratic alcohol values due to vapor phase change. Should be installed in the pressure line.

0.7 / 0.85 = 82% So you should be on 0.82 of the E85 map if you are using linear blend curves. If you have set up the boost ramp to use E70 == 1.0 then you should have 1.0 duty cycle. First make sure you have added the duty cycle and desired boost to the boost blend ramp (and that you have modified the boost blend ramp, not one of the others). Can you post your file up? edit: when you say "commanding 90% on the gate it only gets to 60%?" how do you know its commanding 90% ? As in the datalogger says 90%? How do you know what it is actually at, are you measuring it with a scope? Are you running open loop or closed loop boost control?

If you set auF16504 and auF0298 it will lock the desired boost and wastegate duty cycle at the values entered under all circumstances. Great for testing a wastegate. Make sure you don't leave it enabled!

You shouldn't need to touch the high/low slope for E85. A stoich change alone should have you within 1-2% of the original target if your injector scaling was on point. If you are running drastically different boost levels on E85 you might need some small adjustments however more than 5% suggests an issue with your original scaling or fuel pressure. If you do not have flat fuel pressure at idle through WOT (make sure to do an extended 10+ second WOT pull to ensure there is sufficient return flow) you will be chasing your tail. I recommend you have an inline fuel pressure sensor fitting you can quickly add into the feed line for all vehicles you tune. It should always be checked, not only if you have issues. Pump shot gain is disabled from the factory, there is a multiplier for tip in/out it that is set to 0. If you have lean tip in this also suggests issues elsewhere. Tip in is controlled by auF1156 Tip out is controlled by auF1303

This is sent on can message 0x623 for reference if that is of any interest.

This might be interesting information.

Check the spark thread, it shows the exact calculation.

You may be able to get around the cam offset by adjusting these values. As a test datalog the camshaft values, modify these, then datalog again. If it shifts it would effectively shift an offset of your camshaft home position First column is intake, second is exhaust. auF12259 Cam Offset with engine off auF11468 Cam Offset with engine off high range (not sure what high range means) Or possible these ones: auF11173 CAM STOP auF12525 CAM STOP (For a V8 maybe?)

Find out and adjust them if you can via an offset pin (I'm not a mechanic so I don't really know how exactly this is done, but apparently it can be done). If not, go and find all the tables that use CAM_OVERLAP as an input (MID04821) and shift them to account for the offset and I bet your speed density will magically get much closer with stock values. Here are all the tables I can find that use CAM Overlap as an input. I would offset all of these to make your cam overlap actually correct. auF2260 auF11811 auF11440 auF3174 auF16657 auF2928 auF0063 auF0064 auF0065 auF0066

Firstly are your aftermarket cams degreed the same as stock? Eg 0 deg overlap actually equals 0 deg overlap? If not you'll be chasing your tail. Make sure you are tuning the map offset AND the map slope. At low map values the offset becomes more and more important. As this is the value at 0 kPa. The other problem with large camshafts is the equation for airmass becomes non linear at low rpm/airspeeds due to reversion and overlap (problem is the Falcon uses a linear model). If you have VCT still there is a VCT overlap adder which will assist, make sure you multiply this out with larger camshafts as you are going to be getting more blowthrough. Eg the stock cams suggest 30% of airflow is lost out the exhaust at 4000 rpm if you run 30 degrees of overlap. I bet your larger camshafts are going to do more again. This multiplier is for the slope table. This is the tables used in a BF. In an FG they use an adder for the slope table (basically the same thing). There is also this table which is applied to the final aircharge (eg post slope/offset and everything). It is simpler to just multiply this table out to account for the different overlap than the one above. This of course assumes that 30 deg overlap in the datalogger actually == 30 deg overlap with your cam shafts, if they are degree'd with overlap at the home position, then ALL of these tables will be out of wack and making a mess of the speed density calculation (I'm going to bet this is the case, otherwise people wouldn't get their lumpy idle with "stage 4" cams that everyone buys). If this is the case, then see if you can use an offset pin to re-degree the cams to have the same home position as the stock cams and everything will work much nicer. The next thing to consider is the air speed/reversion issue. Big cams with reversion tend to happen at low air speeds, eg part/closed throttle. The only way to correct for this issue is via the tuning correction alpha-N map at low throttle angles. Edit: Interesting facts For those that are interested the Falcon speed density model is linear (eg y=mx+c where c is the map at 0 and m is the slope of map), mustang uses a quadratic so it can account for non linear airflow models without needing alpha-N as badly. They also have a "Blow through" equation to account for overlap as well. The whole model makes for much better airflow modelling (and hence emissions controls) but it is horrific to re-calibrate. So Falcon is y=mx+c eg air_mass = slope_of_map * map + map_at_zero; For Mustang y = c + mx + mx² if (map > blowthrough pressure) air_mass = slope_of_map * map + quad_of_map * map² else air_mass = slope_of_map_blowthorough * map + quad_of_map * map² With the Falcon linear model you can datalog your AFR error to fix the linear model reasonably easily, or at least fudge it. With the Mustang you are up shit creek however you can just rely on the awesome built in wideband STFT closed loop fueling to get you out of trouble.

You can ignore that. It is some functionality that is not fully implemented. Error will be hidden in the next release. It is for whitelisting parameters in a master/slave tuning package we are working on.

This is inferred load, it is only used by tuning correction or on MAF (MAP in the Falcons case) failure. IMRC is disabled on your car so you use that table, you can easily datalog to confirm it. You can have the output enabled but the input disabled.

You can use the tuning correction table for alpha-n style corrections. This uses estimated load which is derived from the failed MAF table. You can also make the speed density tables bigger via the wizard if you need more resolution. Inferred Load is derived from this table. You can datalog inferred load via MID66768 as shown in the DMRY for the table

You can enable dyno mode and set the wastegate output permanently to a number for testing.

Get brett at custom machine works to set you up with a canned tune. Way too many unanswered questions, not to mention assuming everything is wired up electrically correctly.

https://www.hpacademy.com/blog/061-tune-any-factory-ecu-podcast Spotify Link here as well: Fantastic interview with James from BPS/The file service and HPAcademy on reflashing. This goes back to the early 90s and when reflashing first started all the way to today. James does everything with WinOLS which requires a very deep understanding of how computers are mapped and layed out. Then years of guess work/pattern matching to the point you can recognise a 16 bit scaled spark value in HEX without even needing a calculator. Might give you guys some insight into how simple things used to be and how difficult they are now. Highly recommended you give it a listen and a big shout out to James. If you are into your European stuff hit them up! He also does the occasional cheeky Falcon as well! https://www.thefileservice.com.au/ https://www.bpsautos.com.au/

You can set it to 255 with the vid block enabled. The default might be 210 but you can raise it. 255 is the max as they use a byte to store it. With the vid block disabled you get a float which can be set as high as you like.

When the VID block is disabled it uses the values here. It doesn't really matter whether you use the VID block or not, as long as the settings are correct. VID block just changes the source of where the data comes from. Eg when it is disabled it uses the following settings instead (there are some others and they could probably be organised a bit better). I recommend using the VID block only because its all nicely laid out in one place. FYI FGX the 'VID' block is in the cluster, so you can't change it. The only benefit to disabling the VID block and using the PCM overrides is you can set the maximum speed above 255kph. If the VID block is enabled you may max out your dyno run due to speed cut for a high revving v8.

Yes raw ad count. Log what it is at idle and scale it to suit. Wot is about 500 on most vehicles from memory. You want overlap at wot to assist building boost.

Yes the raw a/d count from the etc (not pedal) as it is used for idle control.

Some fairly obvious problems here. TP never drops below 124 and your over lap map only requests 0 deg between 5-250 TP I can't see engine RPM in your log but make sure you are idling above 900 rpm also. As soon as it dips below 900 its going to go back towards 0 overlap quickly. Tweak these numbers to suit your idle rpm and whether you want the stall recovery or not.

The standard units are inHG. Turbo and non turbo offsets are inverted. One is negative, I don't know why Ford did that but make sure you use the correct value if you are using turbo logic enabled or not.

That is the point of the logic, you switch over to using the 4 bar boost sensor just before you start pegging the TMAP sensor. You keep the stock TMAP and install a bigger boost sensor only, cheaper, simpler and less stuffing about. You also maintain the stock drivability of the standard calibrated TMAP, you can get good aftermarket TMAPs, but we have seen countless issues of them being installed wrong or having poor resolution at low kpa with certain brands/models. I recommend the 4 bar boost sensor you can buy from IMS as they supply you with calibration data in a parameter file.

Also check your IAT/ACT sensor locations, if they are heat soaking badly you may be getting incorrect air density measurements at startup. In the turbo cars the PCM compares the turbo boost pressure vs the manifold pressure when the engine is stalled (before cranking) to estimate barometric pressure and heat soak. If you don't have a boost sensor then you'll be losing this compensation. Next time you do a hot start, datalog your barometric pressure before cranking the engine and see if the value matches the weather station within some reasonable accuracy. Being a turbo V8, I suspect you have some seriously high engine bay temperatures during a hot start.

Yes it is set out of range on purpose. Set it as per the guide here