Roland@pcmtec

The table will exist in the BFs, it will just be a different ID. However is this a BA? BA will require the F6 strategy to get full independent VCT control

Can't beat destructive testing! We had a lot of fun testing out anti lag with our 220,000km old stock GT3582. We discovered (lol) that you induce shaft droop with minimal effort in your local carpark. We also discovered that the housing and compressor will finally make love after many years of sexual frustration.

It is highly recommended to adjust this table when running anymore than factory boost levels. You can get 14.7 AFR with 12psi just cracking the throttle open towing a trailer very easily otherwise. It will use more fuel however you will keep the temperatures under control and avoid knock this way. It will also be noticeably pokier when driving around.

The main overlap tables. There are 2 of them, one is TPS vs rpm one is load vs rpm so make sure you adjust both. Depending on BF FG etc they have different IDs but they are easily found here. Make sure to datalog the angles to ensure it really is hitting what you are commanding. As you can see they already increase overlap drastically to assist with boost transition and reduce knock at low rpm high loads in most calibrations.

Use a turbo OS and strategy as a base if you can do it without dsc/abs faults. Other wise this thread may assist.

You can also add overlap to assist with spool and reduce dynamic compression so you don't have to run crazy retarded spark.

I see what you are saying. You can use the bias table to adjust the stoich the narrowband trims to. Or yes if your fuel trims are within a few % max then you can disable and go entirely off the base fuel map.

Lol

Why would that need to be turned off?

Can you send the file to support and one of the guys can check it out for you.

18% fuel trims is pretty bad. Take you 2 more goes to half that. Min pulsewidth or dead times for sure looking at that plot.

Some good info here https://www.tiperformance.com.au/knowledge-base/programming-the-fg-falcon-abs-module-for-a-turbo-conversion/

-10 at idle means you have an air leak. The engine will also overheat if you leave it like this.

Yes if the level matches the TCM should be fully functional.

When you are done feel free to post up a new thread and ask for people to review what you've done. There are quite a few people who will be happy to help out. We can also refer you to paid training via phone/teamviewer where they can assist with the whole tuning process (base files, mechanical review, dyno set up, datalogging assistance). If you are interested in this send us a contact ticket and we can refer you on www.pcmtec.com/contactus Good luck and have fun!

Basically what puffwagon said. The load will always be the actual load, even if you peg the table at 2.0 and it has enough boost for 4.0 load it will simply peg and run along the bottom of the 2.0 row. If you rescale the axis it only affects the tables that axis references. As per the rescale guide it will show you a list at the bottom and suggest to auto rescale for you (since 2.0). This is the only thing it will affect. The axis is not used by anything other than those (2 I think) spark tables that you can see listed at the bottom of the axis view page.

I understand. With the axis when you open them you can see a list of shared tables at the bottom. All the tables that share an axis will need rescaling to suit eg spark has blk and MBT off the same axis. In 2.10 (available on the website) when you modify and axis it will prompt you to auto rescale the referenced tables. We highly recommend utilising this function. Alternatively there is a manual rescale option available here

Speed density tables are only for cam angle and rpm, they are load independent so there would be no need to change any scaling. If you are running 40psi and 20psi on the same tune, then I would definitely advise rescaling the spark tables to ensure you are getting max ignition timing at both load levels. Don't peg the tune at 2.0 load like some people do, as you'll be missing out on part throttle and part boost torque.

MID31848 = auF0085(MID69519) / auF10467 Throttle fraction = tps_ad_2_throttle_pos(tps_ad_count) / throttle_max Those codes are fairly generic unfortunately but I'm confident it would be the RPM guard.

Its a rolling average filter constant (low pass filter) not an actual value. Eg if the blue is your pedal position the red would be the actual commanded position. The smaller the number the more it lags the signal, the closer you get to 1 the less the filter does.

Yes there are some IPC tables that need to be modified as well. I don't have them off the top of my head but look for throttle, IPC etc. If you datalog the DTC fault code when it occurs I can look backwards to try and get you the exact tables required. Do you have workshop edition? Many of these parameters are likely hidden away in the development section due to the fact they can be dangerous if modified. A bit of background, IPC stands for independent plausibility check (I think) and is meant to cut the throttle if the PCM sees it doing anything unexpected. Eg if the throttle is shut but you have full airflow and 5000 rpm, chances are the intake manifold has split and you have a run away engine. So they put tables and scalars in to constantly check if the current airflow/torque/rpm is plausible for the requested throttle position. This might be one of them you need auF1588. Make sure to test this on a dyno in a controlled environment, if the throttle runs away from you you need to be sure that you can control the vehicle safely. You do not want to be messing with this stuff on the street as a run away throttle can put you in a very dangerous situation. Also you should try this parameters for making the throttle snappier. auF0067 this is basically a rolling average filter that smooths/lags the throttle input in lower gears to make carpark driving as smooth as possible. Helps reduce bunny hopping and drive train clunks.

You can use histograms in 2.1 now, you don't need megalogviewer.

Can you log a histogram in the datalogger using the channels discussed.

Does it use a throttle cut currently? You can datalog the throttle and throttle torque source to determine this. If so you need to remove the throttle cut by modying the torque requestors. Then the torque reduction will be done via spark retard and fuel cut. There are several topics on how the torque requestors work if you do a search.

There are plenty of people that you could pay to dial the injectors in for you. You could try some people on this forum or a workshop.