Roland@pcmtec

It's not quite that simple. Backpressure affects the actual pressure quite drastically. So even if it's a 6psi spring doesn't mean it will run 6psi. Also the controller will have PID gains that are tuned for a specific turbo combination. As soon as you change anything at all, these gains may cause over or under shoot of the boost target.

Ah right that is the custom operating system as Stoich is remapped to be used by the new ethanol stoich lookup system. So its still there, its just a 1D table instead. To modify stoich on a Custom OS with flex/multi tune. Modify this table instead. auF100014

Yes it's definitely possible to do with the custom os. On big boost cars is common to do this. Eg if you are running 18psi on 98 and 35psi on e85 you would normally have to fudge the slopes or speed density due a combination of a variety of effects. No more than a few % though Completely agree. End of the day if the car operates in the range of conditions your require it to with acceptable timing, afr and safety limits then it doesn't really matter how you achieve it. The short cuts are often much simpler and more reliable than doing it "properly". It's also a hell of alot faster. Which calibrations do you find stoich doesn't work in? It should be used in all.

This is more for turbo cars, but its about E85 and I found it interesting so I'll post it here as well. People always talk about "rich detonation" or how running crazy rich E85 will lift the head. This goes against what you'd expect as crazy rich means less combustion pressure, slower frame front etc. However three things occur when you go too rich. Higher compression due to extra liquid, its a tiny increase, but its still an increase. Slow flame speed means more energy is converted to heat and less is converted to force, this means more of the energy goes into the cylinder wall than before. The extra volume does suck more heat out of the air though, unsure if it completely offsets the extra heat energy from the fuel though. Slow flame speed means you need to massively advance the timing to make the same power. If you plot peak MBT with optimised timing at 0.7 lambda vs peak MBT with optimised timing at 0.85 lambda, the 0.7 will be much higher and probably lower torque output as well. Here is a plot of combustions pressure with water injection, the affect is very similar to running E85 and optimising timing as you are adding volume, adding cooling ability and slowing down the flame front. You can see that the combustion pressure is higher, it occurs earlier, the heat released is higher and also occurs earlier, all of these things make detonation more likely, not less likely. As you can see when you go too rich (and optimise your timing), your combustion pressure actually goes up, which you might not have thought about. So running leaner can actually make more torque AND be lower combustion pressure, hence safer. PDF the image is from attached. 1468087419832791.pdf

How often does this happen? I'll hit up Invision Community support. If you can reproduce it (probably not but if you can then they will be able to fix it) you can right click in chrome "Inspect" Go to the network tab, click preserve log. Wait for the problem to occur. Then right click "save all as HAR" and send it to us privately (as it has some of your login details in there) and we can send it straight to Invision. They usually patch it within days if they can reproduce it. It is possible related to leaving the forum open, sleeping your computer, opening the same browser and clicking reply/post before its refreshed. We had issues with that and seeing a random JSON error which they did fix after we reported it.

Another option is wire the torque output from the quick6 output to the flex input on the custom OS. You can then truncate spark/boost and whatever else you want with a variable blend curve without affecting the normal tune/overtemp protection. I spoke to someone (maybe this guy?) about 6 months ago about this and it would work a treat providing they don't want flex fuel installed as well. The flex input is measured every 10-20ms I believe so it will be quick enough to truncate torque. I'm fairly sure the shift in progress output is an analog output as well, so you can have variable torque reduction and technically make it work just like factory. Would take a bit to set up first go and get it right, but once its done you could copy paste to other cars. Unless you are running a seriously banger box, you need torque reduction on the 3-4 shift or you will kill it.

The upper and lower switching limits are defined by crossing the value found in the following scalar (eg the midpoint) auF1240 Upstream EGO switchpoint 0.45v It then adds and subtracts the following value to the switch point to calculate the upper and lower swing points as the initial setpoints (so it will swing rich/lean very quickly) auF10314 Rich or lean increment to the rich or lean vego average. 0.1 v These upper and lower values are then changed dynamically and can be datalogged via the following DMRs MID125531 The rich average of vego voltage MID125498 The lean average of vego voltages There is a lot of crazy logic behind this where they age the O2 sensor and catalyst and constantly adjust these values to try and get the same switching frequency. There are some good public patents you can search on google to read about this in depth. The actual amount of time it holds the rich/lean toggle I believe can be modified via the following scalars, though you'd need to experiment to be sure. auF2267 proportional gain (I think this will be the main one) Then the following all look interesting to play with. auF2242, auF2124, auF1391, auF1255 Ultimately the switching speed is already optimised for maximum catalyst efficiency, eg the faster the better (within reason). If its not switching fast enough it will be due excessive transport delays, catalyst failure or o2 sensor failure etc.

If it's working and load is measuring above 1.1 then just leave it as is.

I will try to dig this up for you when I'm on the PC.

NOTE - This requires the "workshop edition" or "one car workshop edition" of the software to utilise the strategy browser. Problem: You have a vehicle where the ZF transmission calibration is not in the stock database and you do not have a stock read. Problem: You want to find the 'latest' release of a calibration for a given model of vehicle. Eg where Ford fixed various tuning issues (shift maps, air conditioner, improved idle stability etc). Wrong Solution: Pick a random strategy from a similar vehicle you recently tuned and flash it in. If you use any random operating system or strategy, the vehicle may go into a limp mode due to an ABS mismatch, or the gear ratios and shift patterns may be incorrect. There may also be a different set of system switches configured making the vehicle throw various DTCs, or certain functionality does not work correctly. Correct Solution: Use the strategy list to find a matching strategy from the same (not similar, but the same) model of vehicle. The main parameters that determine if a vehicle is the same model are the following: Axle/Trans configuration (AWD, Sedan, Ute etc) Tyre rev/mph (Tyre size - This ensures its the same level trim vehicle) TCM Calibration Level (only applicable for ZF Automatics - This specifies the matching ZF calibration shift strategy) Diff Ratio (Diff ratio changes between auto/manuals and can also change in some other models) Turbo Logic (Turbo or Super Charged model) Engine Capacity (different motor) Injector slopes (indicates injector change and hence also likely a turbo change) Average max load spark (indicates a compression or turbo change, a good example is the 2V and 3V 5.4L v8s) PCM Module Type (IO configuration of the PCM itself) Providing these numbers match you can be confident you have found the same model of vehicle. To assist this we first find the original strategy or base strategy that is currently in the vehicle via the strategy browser. First open the strategy list via Calibration Tools -> Show Falcon Calibration List We have chosen B8BG as our example as it is an automatic vehicle however we lack the stock TCM strategy in our database. Returning this vehicle to stock is difficult if the TCM has been replaced (eg you do not have the original read) hence we need to upgrade to the latest calibration. First right click on any of the columns and select Filter Editor We have only added 3 items to filter on in this example. However you can make the filter as broad or specific as you require. You may be doing a turbo conversion for example, so it is expected that many of these numbers may not line up. In this example however we expect that all numbers match. B8BJ can easily be seen to be a good match for this vehicle. The release date is a few months later in the same year, the TCM stock file is present and all other fields match. The next step is to compare these two strategies by right clicking on B8BG and selecting "Set Compare Strategy" Next right click on B8BJ and click Compare with B8BG Next browse the differences that Ford have made between the two calibrations to see what stands out. The first places to check are DTC controls and System Switches. We can see here in B8BG we have a MIL lamp for Engine Oil Temp Sensor Low. In B8BG we have "No Error" this implies there is a difference in the oil temperature setup in this vehicle. You may wish to copy these changes back. Review any other changes that you believe may be a different feature that the later edition of the vehicle may have had installed that yours did not. Many changes may only relate to different emissions standards as the year changed and can be left alone. Use care and do not blindly copy all changes over. Once you are confident the strategy is the correct one to use we will need to make a stock file. Select Create Stock File From Strategy or Catchcode Enter the new catchcode/strategy and press "Create and Merge" Next press "Load File" and load your original read to populate the VID block, serial and VIN Finally press Save/Open File Now if the previous car/file was tuned, you may wish to compare against this file and copy any tuned changes back over. To do this press Compare/History and load your previous tuned file Press Yes to partial load so you only see your tuned changes and not all of the differences from Ford that we saw earlier. In this example we have only changed the injector slopes, so we select these parameters and press apply to copy them back over. Alternatively you can use Ctrl + A to select all. You can also use the keyboard up + down + left + right keys to navigate the changes, press space to select/deselect and item for copying. Once you've applied your changes save the file. Next we recommend scanning your vehicle for DTC codes via Forscan BEFORE flashing the file in so we know if there are any pre-existing faults. Make note if there are. Next flash the newly made file into the vehicle. Start the engine and ensure the transmission is not in limp mode (stuck in 3rd gear in a ZF). Check for any fault lights, especially the DSC/ABS lamp. Finally rescan the vehicle with Forscan and check for any new fault codes, there should be none (except potentially a pending loss of comms or emissions system not ready, these will clear after a drive cycle). Next drive the vehicle and ensure ABS and cruise control still functions. These are the first things to fail if the strategy is not valid for the ABS/BCM in the vehicle. Now you have successfully changed the strategy in your vehicle. Happy tuning!

auf1256/auF1340 basically replaces auF0263 and auF2233 in the later models, but the other tables are still used in idle feedback and for other calculations so they both need to be calibrated. What specifically are you trying to achieve?

Someone else will need to confirm if the PCM has the appropriate drivers for the injectors. I'm fairly certain there was one model where the IO was not compatible. If the IO is compatible, then you simply change the strategy to the appropriate one for the petrol variant of that car. It involves checking the strategy database and comparing rev/mile, diff ratio, TCM strategy level (if it is an auto) and a few other things to ensure you find a Ute variant as there are hundreds to chose from. You may find randomly picking a strategy "works" but the shift points may be wrong and various other things will be mismatched.

Yes but you can't type them in and download them willy nilly via the stock file wizard. You need pro for this. If someone else sends them to you, you can view them though.

Technically you don't need one car workshop edition if you tune it fixed fuel. However a flex sensor is definitely a much better idea as you can do various mixes and avoid draining the tank when you want to go back to 98. If you replace the pump I recommend buying a kit with wiring and the cradle so you know everything is not going to fall apart. I'd also recommend changing the fuel filter, preferably a removable one if you are going to let the car sit as e85 will gum things up if left to sit. In terms of gains you can probably simply run full MBT timing at all times and call it a day. If everything else is stock there wouldn't be much more in it.

I got one welded in for $50 without taking the dump off the car. It's tight but not impossible to get in there.

Can confirm they are not related to knock.

They transients will always swing when in open loop. Closed loop will always be better. Why not drill a second bung? That's what I did when I was learning.

Can you please submit a support ticket https://www.pcmtec.com/contactus Please detail what you've tried, exactly what error occurred. What vehicle? Has the cable ever worked before? Can you please do help -> upload logs as well

You will need to recreate the Custom OS from scratch then if you'd like to enable any new features. To determine what was originally set you can also enable view -> pcm -> development then look at the custom os build options to see what has been enabled. Between the sets of parameters you will be able to see some of the items. If the file is really old these items will not populate and this will likely be a file that has extended table axis (spark/speed density) or possibly flex fuel logic only. This should be fairly obvious from the navigator tree.

Take a datalog with the default layout showing the torque sources when the problem occurs. It most likely is a torque limit but this will confirm.

That's why we recommend a smooth spark hole that it comes out of on its own. That way you don't get step changes in combustion pressure like that. Eg blending from -20 slowly back to where you want to be. Then when you let the paddle go it'll already be at the timing you want. Eg if you do this it has 500 rpm to blend back to normal timing. If it's on the edge of combustion limits you'd probably smooth it further and be less aggressive again.

No rev limiter? Or the rev limiter was the issue?

This error occurs if you do the following. Pro user downloads a file that was created by a workshop user OR downloads a stock file. These files will show all parameters, including workshop/development parameters so you can see what is available, however they won't be available when licensing the file. Pro user edits parameters which are only available in workshop edition before licensing the file. Pro user saves and licenses the file. The editor will then reject the changes to the workshop parameters (as they are not available in your template) giving you the error. if you want to edit these parameters you can get a workshop user to license the file for you (it will cost double credits), save the file and send it back to you. Alternatively you can upgrade to the one car workshop product listed here. https://www.pcmtec.com/pcmtec-editor-workshop-1-vehicle

The internal gate should be sufficient for 18psi if its modified correctly. I don't see any need to go external.