Roland@pcmtec

There is automatic octane detection logic in the tune. When the "higher" octane is activated it adds spark across the board. This assumes the base calibration is for 91, and the alternate octane is 95 which is detected via abscence of knock. if the base octane is set to 95, then it assumes the higher octane is always active (and is zero'd). I think, I'm not 100% and haven't actually tested to verify this, but from what I can see I'm reasonably confident this is how it works. In the turbo cals I believe this is always disabled. I think its enabled in some of the non turbo cals. In a turbo cal I believe it would cause too much knock attempting to detect if the better fuel was in the tank and that is why its disabled. If you set the base fuel type to 91, and then enable all the required scalars for octane detection it will add spark as per auF0226 to your final spark. Octane adjust is enabled via auF2097 and will be detected when the window is active as per the following scalars In the FG they also have a wastegate adder for the higher octane detection. This is so that it reduces boost whilst attempting to detect the higher octane (I think) so that it doesn't ping too badly. However once again I assume Ford found this didn't work well or wasn't safe to enable as all the Turbo cals I've seen have auF2097 disabled. Personally I would set up a multi tune and simply set tune 1 as a "valet" or low boost low octane tune which you select when you know you are putting unknown or 91 octane fuel in the car.

I think the BMW TCM can be converted to a Falcon TCM via software that Whiteford Tech has, I think they were doing this to create replacement TCMs. Not sure if the actual box itself is the same though, probably not.

Can you ask them what strategy/operating system they use for the PCM? I will ensure that it is supported. I assume they will use an OEM cal and not the control pack cal then do a PATS delete on it to make it work. Make sure that they supply a working calibration for the stock motor and aren't leaving it up to you. If they are leaving it up to you, then you'd need to send the PCM off to someone to get PATS deleted as we do not have that capability in the Mustang (yet).

No it would require a full mustang pcm, tcm, and and associated modules for security to work. There is a control pack ecu you can buy buy from Ford performance but it only supports manual gearboxes.

There are no third party controllers for a 10R80

The workshop edition supports the mustang 10r80 and 6r80 You would need a full mustang or f150 drive train with all modules. Its not a simple swap by any means. There are coyote swap Facebook groups which may be more help. https://www.facebook.com/groups/237838529753389/ Be easier to buy a wrecked car and take everthing from that.

Your wideband is probably not that accurate. Also you really need to do steady state on a dyno to ensure its not a transient issue. It takes several seconds for valve stretch to stabilise and as such you do get variations in transient conditions. FYI these are the three temperature speed density table multipliers. The X axis is actually IAT, however Ford do something weird and use a ECT axis, but feed in the DMR for IAT only for this one table. The editor is not aware of this and hence has ECT for both axis. This is the barometric correction table

Yes it does. Air temperature is critical to determining the air mass (and hence fuel mass) of a given volume especially when you have massive changes in air temp due to a turbo. Have a read through the speed density howtos, the equations are in there. Open loop and closed loop are no different in how the air model works, closed loop just varies the target. If you have 0.82 at 8psi in winter, you should have exactly 0.82 at 18psi in the middle of summer after heat soaking everything.

They measure estimated barometric pressure at engine startup to account for altitude changes. You can datalog it. It might even re calculate it at run time under certain circumstances. I can have a look later. Temperature is already taken into account via IAT. Humidity I don't believe can be estimated. If you fix all the variables except for humidity how much does the density change? Probably not that much I assume?

That's why I said microphone instead of knock ears (turn off all filtering if your knock ears let you). Your knock ears probably have different filtering than Ford use, they are also not attached in exactly the same place. So there might be drive train banging, suspension, pipework, engine mounts or piston/rotating assembly noise that is getting picked up as knock that you can't currently hear.

Put a mic in the engine bay and some headphones on. You might have something like a intercooler piping banging on the chassis setting it off.

If you have the workshop edition you can use the strategy browser to locate a matching turbo strategy. That will take some of the guess work out of it.

Blast from the past. No idea if it has bugs or works as it was described as its 6 years ago now! DataAnalyser binaries.zipDataAnalyser source.7z

Black oak is BA, spanishoak is BF/FG. The PCM and wiring is different.

Another way would be to increase the torque reduction requested within the ZF but I'm fairly sure you have a zfhp21 which is not supported in our software.

Compare your file against a turbo cal and look at the 3 torque requestors. It probably doesn't need enough torque reduction to do it in stock form. Also compare these, specifically transmission shift modulation. Also check this one against a turbo cal. auf11992

Why do you disable it?

Make sure all of the above items are set appropriately if you disable the VID block Also the VID block is ignored in the Mk2/FGX Falcons, it uses values stored in the cluster instead.

Correct. 0 will completely disable torque reduction for that source. It is the same as turning the torque module switch off (all torque reductions disabled).

It probably is that, it could also be that the strategy isn't matched correctly, or you have the wrong diff ratio set. There are a few other causes as well. Check the DTCs and it should tell you if the ABS module is mismatched, in which case recalibrating that (assuming its the correct bosch model) should fix your issue.

Sounds like one you really need to take to a workshop as you may have mechanical issues that need diagnosing. Start with the basics like a service for plugs, fuel filter, check fuel pressure. Check for collapsed cat. Do a smoke pressure test on the intake to look for air leaks. Check for exhaust gasket leaks etc. Once all the mechanical stuff is verified, then start datalogging when it stalls, check for DTC codes, check what the cam timing and ignition timing is doing when this happens. Cam desired angle error all over the place then you likely have a VCT or oil supply issue. Ignition timing very low eg 0 deg and you most likely have an air leak. Look at LTFTs (if they are large, you likely have an injector or fueling issues or possibly a large exhaust gasket leak). This assumes the car isn't tuned, if its tuned then it might just be a tuning issue. Look at idle airflow adders (if its large, your throttle body is probably gummed up, if its negative you likely have an intake gasket leak). The problem should be come obvious if you tackle it in this manner. If you randomly replace parts you may never resolve it and you might spend a lot of money and time trying.

Would need to see a datalog with detected gear in the log to comment further.

Did you also set the Desired Boost to 0psi for 6th gear? Also check it actually thought it was in 6th gear. I've seen issues where the detected gear drops out or picks a different gear. Usually in manuals, but I've seen comms loss also drop it out in a ZF

You could cheat and use boost by gear to get the same boost in each gear but with different OL tables.