Roland@pcmtec

Ok well that's a simple one then! The reason we put parameters under workshop category is that these were parameters not available in other software packages and it was our main selling point in the early days. Without it we would not have converted many of the workshops early on which helped fund all the future developments we have made.

Make sure the file you have open has a TCM included. Check under information and that a ZF trans is located in the file. If not you may have read a PCM only out of the vehicle, you can import the TCM by opening the PCM file, then doing read flash and ticking TCM only. It will then read and merge the TCM into your existing PCM file. Alternatively you can read a fresh PCM + TCM. As Kirby said not all our stock catch codes include a TCM (as we don't always know what it should be stock). But this doesn't mean the parameter won't be available when doing a read providing you have workshop edition.

Can you do upload logs to support and attention Zhuojian please. If you can include the tec file in the ticket it creates also that would be great! We are keen to stamp out any reproducible issues like this.

"I wish they had they had derivative gain in the tune. I found with just having P & I there is compromise between staying on the target and rejecting disturbances. Until someone shows me something better so I know what I need to aim for I'm sticking with what I've got." There is also camshaft intake and exhaust adders based on closed loop error. These are usually zero'd by most tuners but if you put them back you may find it assists with the control.

Over thinking is fun. Without over thinking we wouldn't have PCMTEC!!!

If the period is repeatable then that might be an easy win.

If you are bored download one of these tools https://www.pid-tuner.com/software/ https://pidtuner.com/ Then you can tune a pressure control system with a large variable system gain and see where it starts to fall over. We used to use PAS TuneWizard when they had a free version in Industrial Control and I found the simulators were great for reminding my brain which direction to move each gains to affect different issues. Some will even auto import data and do a auto tune. But this relies on good steady state data and a known PID algorithm which you really need a dyno for. edit: Even found some screenshots of the old tool from a post I made! http://www.plctalk.net/qanda/showthread.php?t=93068

Good news If you can get to a dyno and do some steady state tuning this will get much easier. Then you can do repeatable tests with the same system gain (eg rpm and engine load) per cell. Doing it on the road gets tricky as you've found. My advice is as follows (sounds like you understand PID control theory anyway). Short oscillations is too much P gain (can also be too much I as well, but most likely P) Undershoot is not enough I gain Boost creep it taller gears with longer runs is not enough I gain. Also you can widen the closed loop min/max hysteresis in case its kicking in and out of closed loop/open loop. I've seen this be a problem when the open loop table is massively out, it will be closed loop, reach the max error, go open loop, then it will kick it wildly off course and it all goes pear shaped. Not suggesting this is the case but it can help with honing the closed loop control to widen the range temporarily.

What gate are you using? It might just be a mechanical limitation due to high backpressure and a generally non linear system. The gt3582 will overboost if you hold it steady state 18psi at 4k on a dyno with the internal gate, has it been ported at least?

Great information and this would probably assist with speeding up the relearning process when a built box is installed. I'm sure there other quite a few other variables required for it to be in the learning window and possibly a digital scalar we can log when it is active.

You are datalogging the cell index used by the load table which was mistakenly added to a default layout file at some stage instead of load (this is our fault). Please remove MID35608 SPK LOAD CELL Instead datalog either of the following values which will display the correct load value.

Just out of curiosity for anyone who had this issue, did the engine still start and run without the loop being put in?

Boost spike on gear shift is common due to the extra torque requiring more torque truncation and the 1deg of spark effectively acting like anti lag. The fg has a wastegate DC offset during gear shift to help with this. The bf does not. The late model f6 bf may however. Look in the fg boost control thread for the parameter name and see if you can find something similar in yours. Alternatively you could lower the torque truncation at that load/rpm cell in the ZF trans trunc tables to reduce the spark retard amount. When I'm on a pc I'll find you the param names. Also a boost spike with only 1deg of timing probably isn't the end of the world as long as it doesn't induce knock when coming out of the shift.

Can you guys try now. Looks like the content got deleted somehow. I restored it and will see what Invision think happened.

A way to test is when it asks you to key cycle, pull the battery lead for a few seconds then put it back. If the problem goes away then it is not key cycling correctly. If the problem is still there then it could be the cable or something else.

Is it a genuine cable? We often see issues with the FEPS pins in clone cables. If the FEPS line is staying high and not turning off it will remain in programming mode until the tactrix is disconnected. Is this car an original Falcon or a Barra transplanted to another vehicle? Sometimes the ignition can be wired up incorrectly such that it doesn't actually cycle the power to the PCM correctly. I would be leaning towards something like this as the cause without more information. Note if this is urgent please raise a support ticket as we don't always check the forums. https://www.pcmtec.com/contactus

Disclaimer: Tuning the cruise control system has the potential to create a dangerous situation. Ensure that any changes are tested in a safe environment. Yes there is a PID controller which can be tuned for this. Short answer: Detune auF10835 Integral Gain Detune auF10661 Proportional Gain Reduce the maximum torque request auF11568 Long answer: auF10835 is named incorrectly and is actually the integral gain where as auF10661 is the proportional gain. These parameters are only available in the workshop or 1 car workshop edition. Note that this is actually a torque controller (the PID outputs a desired torque value). So it requires that your timing and torque tables are correct. You could also "tune" the cruise control by manipulating the torque values in the torque table. Most likely you are making more torque at lower loads than the car did from the factory, so when it commands say 50ftlb of torque it may actually be making 100ftlb of torque. So two ways to fix it, fix your torque tables (time consuming and difficult without a dyno) or simply detune the loop and lower the gains. If you want to datalog this you can datalog the following DMRs MID90655 Torque Error (error term for the PID) MID90666 Torque Request (setpoint - pre min/max limited and without frictional losses added) MID90662 Torque Request (setpoint) MID113140 Torque Actual (control variable - estimated) MID90562 Current Integral Value MID90592 Current Proportional Value Some more variables of interest auF10905 integral max (to prevent integral windup) auF11568 maximum torque clip. You could try reducing this if you find the cruise control works fine, you just want to limit the max torque it can request. This might be the simplest fix. auF10188 Max acceleration before zeroing out the integrator (you'll probably find this is being hit hence the oscillation) There are also some fairly complicated quadratic models for how it determines the torque required for a given speed. These should remain accurate unless you have massively changed your CD (eg put a barra in a patrol) and I won't muddy the waters covering them as well. auF12551 Max acceleration rate vs a given speed. You could also try adjusting this to reduce the rate at which it ramps your speed from actual to the cruise control setpoint.

I have some time so I'll write a better reply rather than "don't do it, it'll be a nightmare". PCM If the primary reason for getting that Mk1 PCM was so you have boost control then you should be able to simply flash an appropriate Mk2 ZF Turbo OSID onto it and you'll have working boost control without dramas of trying ot make it work like a Mk1, you MAY have issues with different IO configuration however, I would expect you will also need the Mk2 Turbo loom to suit, otherwise pins may be missing or not line up in the plugs. I would look for a Mk2 Turbo Sedan as your base. You'll then need to do some magic with the fact it is now a 2wd territory, not a sedan though. Eg diff ratios, shift points, tyre rev per mile etc will all need adjusting. TCM When you flash the PCM make sure you flash the TCM as well with a matching pair of strategies as per this thread here. Your 6HP21 TCM can be converted to a 6HP26 via special software (not via OBD) which Whiteford, Custom Machine works or BPR can all do for you (I think). I believe they require the TCM sent to them and it can't be done in car easily. If you use an actual FG 6HP26 TCM then you can just reflash it using PCMTEC without any dramas, if you bought a FG Turbo box, I assume you also got a TCM with it?. If it is from a BF then you will need to send it away to have to converted. ABS You can attempt to flash your ABS module to suit a turbo sedan using Forscan however two things may happen, first it may simply be incompatible (not sure if the Territory uses the same Bosch hardware or not). Or it may flash however it faults do to weight differences and a different ABS hardware configuration (eg the wheel speed sensors etc, Im unsure if they are the same or not). As built configs can be found here. https://www.facebook.com/groups/344706629955641 and here If that does not work then you'll need to source an actual Turbo ABS module from a sedan and likely any hardware that comes with it. BCM/ICC The cluster and BCM will also be different however it may not matter, I know that the CCC in the Mk2/FGX cluster can be reprogrammed with some magic to change from auto to manual (Whiteford can do this). I'm not sure if any changes are required when going from NA to Turbo. Wiring Turbo and NA wiring looms are likely different, so is the sensor configuration. If you haven't transplanted the engine with the full loom you may get some DTCs for missing sensors or different configurations. Make sure to do a DTC read with Forscan.

Work out the scaling factor for their units. Convert it in excel and paste it in. Then copy the z axis over. Simple.

It might be possible to make it work if you have someone like Whiteford doing it, however the overwhelming majority of people would not be able to make it work. If you are already in contact with Whiteford, follow his advice and instructions. The reason for my answers before are you have picked probably the most nightmare conversion I've ever heard of with nothing matching. You are essentially creating a Frankenstein vehicle that was never sold, therefore most of the configurations won't line up and can't be lined up, whether the BCM and ABS will still function I cannot tell you with certainty, there is a risk that the combination of parts you've chosen may be impossible to make work together. Yes you can change the operating system however that is not what he said. He said he would be using an FG Mk1 PCM in a Mk2/FGX which as far as I know will make the ABS, BCM or IPC not work or have various errors as the can communications is different. If he converted the FG Mk1 PCM back to a Mk2 Operating System then its a different story. If you can reprogram the Mk2/FGX ABS/BCM/IPC to suit the Mk1 PCM it might be workable. Whiteford may know if this can be done.

Correct, deadtime is ignored everywhere and added at the final step only.

If you have professional or higher you can download it via the stock file wizard to view the stock file. If you have workshop edition you can use populate unlicensed file to view the actual tune without licensing.

As long as you swap everything from another turbo fg mk2 Territory you will be fine. You'll need ABS module, gearbox including tcm, pcm, wiring looms. You may need different ABS system or yaw sensors if the turbo Territory came with different DSC to the NA one. If it's AWD you'll need everything from an AWD turbo Territory. If this currently 2WD you are going to have a lot of dramas. It probably will be cheaper to sell the car and just buy a turbo Territory. You may be able to make it work if you swap everything from a FG2 or FGX turbo sedan and make a 2wd turbo Territory. You'll need the full ABS system from the sedan however which may not work properly considering the large differences in weight. If you use a mk1 fg pcm nothing will work and highly recommend you don't do this. Mk1 and mk2 are very different in how they work. You can't use a mk1 fg pcm and a fg2/fgx territory cluster as they won't talk and it will be permanently immobilised.

Definitely try zeroing the emissions table out. There could be other items we missed from the math, they should be the bulk of the calculation and what is used when at load. Idle transition, tip in, decel, knock etc will all likely be calculated differently.

We have just added a bunch of legacy items to assist with upgrading to new versions. I actually am fairly out of the loop on this but the guys should be able to help.