Roland@pcmtec

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You can read the file out of your current box, then simply flash it into the new box. 2.10 will automatically merge the serials for you now. You will be prompted to do this when trying to flash the new box.

Post your LTFT plot as per the injector scaling thread. You can use the histograms in 2.1 instead of megalog viewer now.

You can set it to a million if you like. There is no issue it is just to stop accidental stoich changes whilst on the freeway causing a dangerous situation where the car stalls and you have to stop to restart it. There is a scalar for live tune changes as well which allows changing the tune but not the fuel. This is what we recommend most people use.

Read the injector scaling howto

Your post is really hard to read. Can you put some paragraphs in and give us some time spots in the log where the issue occurs.

What do you mean by this? Most tuners should not have an issue tuning LPG. You may run into fueling limits depending on what gas setup it uses and if its turbo or not. www.pcmtec.com/workshops Give the ones in your area a call to discuss your goals.

It would cost the same as just buying a turbo pcm. Not too mention you lose the safety features and full closed loop boost control.

One option is to purchase one car workshop Then find a tuner who is willing to tune your car and leave the tune unlocked. Some may even be willing to show you the ropes, obviously it would cost more as you'd be paying hourly rates but the advice may be invaluable. This all comes down to the tuner and your relationship with them. There is a lot of risk for the workshop by doing this, as if you tinker with it after the fact and something breaks, the last thing they want is you pointing the finger at them. So be respectful if they don't have time or do not want to participate. Alternatively if you have the time and money to learn it's a great adventure, you need to be IT and mechanically savvy with a lot of time up your sleeve to succeed. You'll also be spending easily double once you buy the required diagnostic equipment however you will have the opportunity to make the car drive as good as factory whilst learning a huge amount. Have a think about what you goal is and how important being money and time efficient is. If you want a good result quickly and "cheaply" (cheap vs doing it yourself 5x and breaking things as you go) finding a workshop to do an off the shelf package for you is the best way. Don't supply your own parts, use what they have tried and proven to work as a package over years or R&D. They will have a base tune which will save them a huge amount of time and get you a better result.

I think there were some oddball NA PCMs that had the wastegate driver but the safest option is to always get the correct ecu for your application as Ford tend to strip all unused IO. Whether this is via the PBL only or a combination of PBL and IO drivers on the boards I'm not sure.

This is what people did 15 years ago back in the CAPA days when many tables were not available. It is highly recommended to NOT do this. It breaks many functions in the vehicle and causes no end of side effects.

It generally means whatever the pedal is requesting. It can still be limited via various means however.

First things first. Datalog the camshaft error to make sure you don't have a mechanical issue. It should never be more than a few deg. Next check your fuel pressure is steady. If both of those are OK I would zero all your camshaft tables (at least make them flat) and do a scatter plot/histogram of LTFT or wideband vs map pressure. Avoid transients as much as you can and use steady state until you get at least 200 samples per cell. If you find you have a large error at low map values only then you should start by tweaking the speed density offset tables. If the error is linear across all map values then you either have injector scaling issues or you need to adjust the speed density slope tables. Once you've identified where the problem is start by making a histogram against the actual table of interest using the trace function in the data logger. Rinse and repeat in steps of 10 deg intake cam angles. Once this is ok start playing with the overlap tables. Standard they command 30 deg overlap when coming into boost. How are your cams degreed? If they already have say 20 deg overlap then this would almost certainly cause a misfire. You may want to remove all commanded overlap all the time or even use negative values. Once you've dialed in all intake cam rows it's time to do some dyno runs and figure out the best angles per rpm for max torque. Expect to spend several days to get it correct. This is time consuming to do correctly. Edit: tuning correction is an alpha N correction table based off accelerator pedal position. It is not real load and not the correct way to tune cams. You may get an acceptable result if your cams are locked but it is lazy and not the right approach. On the v8s or na vehicles with locked cams you should use the custom os speed density patch to turn the speed density table into a traditional ve table.

It should not.

Because you can reverse engineer the tune via datalogging. Its been requested by our largest customers that it is disabled. If you don't agree you need to take it up with the original tuner. They can return it to stock for no credits. If you return it to stock you cannot flash the tuner locked tune back in, it will be wiped and you have to retune the car from scratch.

Return it to stock and you can datalog it.

Flat timing means you are missing out on part throttle/boost transient torque. The huge step from 23 deg to 8.2 deg is going to cause a horrible flat spot. You really need to get it on the dyno with knock ears and measure MBT.

For anyone who wants to know what it is like to write code all day. I present to you probably the best description of what it is like. https://www.stilldrinking.org/programming-sucks

In SA it is E83-E85 100% of the time I've filled up in the last 3 years via United. You can measure how much water it absorbs as well, eg one car had it sitting for 6 months and the E content went from E83 to E89. Probably not much water as the dielectric constant of water is something like 1000 vs 18 for ethanol, but it definitely absorbed some to raise it.

What is your goal? If you just want to log things use torque pro or forscan for android. No point reinventing the wheel when there are apps out there that already do it for you.

One way to find out...

In other vehicles I had great success bolting knock sensors to the intake manifold with a piece of rubber to dampen the noise. This was not a proper knock detection setup however, just a good old microphone with a basic bandpass filter. Put the headphones on and it isn't distracting as its a purely audio based warning. We also plugged the audio straight into the stereo system which worked well as a preliminary warning. Using the factory location is going to be better though.

We had one customer who has strange graphical corruption on the full screen flashing screens. It seems related to the windows 11 video driver rather than windows 11 specifically. We haven't been able to reproduce it to date but we also have no been able to resolve it on that specific machine. Personally I'd recommend everyone holds off for at least 6 months until Windows is stable and we have no further reports of incompatibility. Our company stance will be it remains unsupported until further notice. Anyone who is happy to be a guinea pig we would appreciate any feedback if you have any issues.

There are loads of iterative auto tune packages available for aftermarket ecus. Jeep even use a neural network for their speed density tuning.

Ecoboost Falcon is not supported at this stage.