Roland@pcmtec

Pulling it high above whatever the cht limp mode is will trigger a limp mode. You can also do a crude anti lag this way as well by pulling IAT high. Its simple and has been done for years by piggy back computers.

What was the problem?

Hptuners doesn't map or show the vid block. You will not be able to solve your problem with hpt.

Buy a mail order tune from custom machine works. It'll save you time and you can still mark it up with better margins than faffing around changing random things not really know what is going on.

Just FYI if you don't have workshop edition this may miss quite a few tables depending on if it has been tuned previously.

This is good information worth reading in relation to boost control

This is good information worth reading in relation to boost control

Set the throttle filter table to all 1.0s. The example below is for a manual, if you put 1.0s everywhere in a manual it is more likely to induce bucking/clunking in car parks. In a BTR you can probably set the whole table to 1.0 without issue. You can also modify auF10228 time constant for throttle filtering which effectively multiplies the whole table. Be careful with what you put in here, if you put numbers > 1 or negative I'm not sure if there are safety functions to cap the output, but you might end up with a run away throttle if you did so. Make sure to test in a safe environment. ID Name Value auF10228 TIME CONSTANT FOR THROTTLE FILTERING 0.1

Reduce the boost and see if it goes away. Then you know if its a torque/overboost issue. The fact you are seeing transmission torque truncation as the torque source pretty much tells you the issue. Check for DTC codes using forscan as well, it could be another issue like bad VSS signal etc causing your grief. edit: Your OSS and VSS are both 0. Is this a conversion car? This is definitely your problem. Is it a manual or an auto? Get the speed source/OSS sorted and your problem will be resolved.

I'm sure the ABS module can be read/written using the standard UDS protocols which are publicly available. It would not be rocket science to look for the MSG IDs, trace these back and find the wheel slip % and start modifying things. The code may not even be checksummed. @jakka351 why don't you give it a crack?

UPDATE: 12-09-22 Here is a link to the latest user manual which can be viewed via help -> View User Manual

Here is a link to the latest datalogging manual which can be viewed via help -> View Datalogger Manual

You guys may be interested in the new tuning manuals we have available for workshop customers, especially for how the ZF torque reduction works and interacts with the PCM load / speed density calculation. https://www.pcmtec.com/training

We now have a manual for sale for workshop customers that covers this in reasonable detail, there is a PCM and a TCM manual which will guide you on how to tune a vehicle with basic modes to keep alive with good drivability up to the ~300rwkw mark https://www.pcmtec.com/training

You can just pull the ABS fuse if it's an auto the car and disable the fault code Obviously you lose ABS functionality if you do this though.

Alternatively you could intercept the wheel speed sensors themselves, or even just replace them with something that is configurable so you can adjust the front/rear ratio.

My wish list Cheap closed loop boost control. This puts and end to the shortage of turbo PCMs. Intercept the oil temp and pull it high eg 255c on failure modes like low fuel pressure or other conditions that rely on external sensors not present on the factory pcm. You could wire in low oil/fuel pressure analog inputs with pre configured ranges for sensors you include in the kit. Lean out detection via wideband when load > 1.5 etc Make it all configurable easily via simple dials, no usb, no laptop. Super simple. Sell the full kit, fittings, loom that is the right length for each model, make everything truely plug and play. Package it up with IP rated case, obtain power from an existing plug (eg the oil/cht temp sender) then a sandwitch plate for obd/can and make it a 20 minute job to install and wire up. No crimping, no wiring. Use off the shelf oil pressure and fuel pressure sensors . I can send you the broadcast packets to sniff to get this data at 16ms intervals for ba/bf/fg. We would happily push this product on our facebook page/website at no cost if it was robust, reliable and didn't have stock issues. This would effectively implement all the most important parts of an after market pcm at a low cost. People would make it almost a mandatory add on for a stock pcm tune.

The solenoids are PWM so you'll be seeing an average voltage on a multimeter. I'm not sure what 100 the peak amplitude voltage is however being a fairly hefty actuator 12v doesn't sound out of the realms. Depends if the driver is in the pcm or external and it is just a signal wire, wiring diagram would confirm. If it's external and the pcm output is a low load control output then I agree 5v is what I'd expect to see as the max voltage. Also depends where you are measuring the voltage. 12v should match 100% duty cycle with 4.5 being approx 30% duty cycle. If you have a proper scope set it to measure pulse width and check if it matches the datalogger value. A short is possible but it's fairly normal to see 100% duty when the actuator fails and the pcm cant obtain the required angle. Im pretty sure you can put vct into test mode and 0, 25,50,100% duty to verify this.

Is the intake and exhaust wired back to front? Try locking the cams in software and see if they do what you tell them to.

Have you put a completely stock tune in the car? Do you have a spare pcm? Also have you checked the cam timing itself hasn't skipped a tooth? Standard valve springs? You've tested everything id recommend otherwise.

Ok just for reference the on condition is rpm > rpm setpoint AND map > map_sp it then latches on until rpm drops below the setpoint. So this means it will stay on during decel which may be undesirable. From what we can tell only one customer has ever used this feature in the 4 years it has existed. So we want to minimise support if it doesn't do what people want.

If anyone has recently done this with the MAP setpoint could you please let us know what your use case was and if it all worked correctly? We are trying to determine if anyone is actually using this feature and if it should remain in the software.

If anyone has recently done this with the MAP setpoint could you please let us know what your use case was and if it all worked correctly? We are trying to determine if anyone is actually using this feature and if it should remain in the software.

Use a matching pcm + tcm from the strategy list. I suspect you'll have dsc, ABS and cluster errors though. Much easier to swap all modules and looms over.

Another one. If you could upload a datalog showed the fuel trim errors and you got the following result. It would be immediately obvious that you don't actually have a fuel injector slope problem. But (in this extreme example probably bad data or mechanical failure). But more than like your speed density slope and map is out. This is always a chicken and egg problem. However if you could somehow determine if the error data is purely a function of injector slopes/breakpoints/offsets you could say. Hey use these settings to fix it. If you had a graph like he one below, you could go "Hey this actually needs a speed density recalculation" to fix your problem. You could then spit out new SD tables instead. The way to determine if the error is a function of injector slopes is fairly easy, you just look at the standard deviation on the scatter plot of the LTFT. if its wild and all over the place, you know the LTFT error is actually related to a 4th or 5th variable (probably map pressure and cam angle) in which case it could come up with a solution for retuning the map/map offset tables and ALSO the injector slopes. You could then plot the problem cells (with a high SD against) map pressure and cam angle to validate this as well. This is something I tried to do here, but once again ran out of time. The main issue is the whole thing was quite technical, if you can bundle it up into a simple program where it says "log x,y,z" follow the the following dyno run. Then input the data, you could effectively get factory level fuel trims and steady state open loop lambda all automatically without having to be an engineer to understand what is going on. You can then try and figure out a function for your LTFT error term, ensure its actually a function of what you are trying to optimise then provide a solution. http://www.hptuners.com/forum/showthread.php?58174-Custom-graphing-software-for-logging-fuel-trims-and-recalculating-speed-density-maps here was an example where the LTFT error was actually not an injector slope issue (Which I was chasing my tail trying to correct) and was due to map slope offset. Kudos to actually building a working app. I look forward to seeing updates!