Roland@pcmtec

This forum is for general community support. We do visit and read the forum from time to time, however for any tech support requests specifically regarding the PCMTEC Editor and Datalogger package please raise a support ticket and we will get back to you ASAP. https://www.pcmtec.com/contactus Please use the urgency field if a ticket truly is urgent and include as much information as possible. Eg what you have tried, what you expected, what actually occured. Include tec and teclog files if relevant. Also please use the Help -> 'Upload Files To Support' -> 'Send Editor Log Files to Support' function in the editor. If the tech support request is regarding the datalogger please also use the "Send Datalogging Logs to Support" and this will include all of your layout files so we can reproduce your issue. Cheers!

I'm not 100% they have the boost drivers. Do you have the part number? I think some of the LPG ones did but not all.

That's why you often see 6 copies of the same variable, depends how many departments wrote blocks of code that need the same thing. Some of the code in the modern mustangs is shared all the way back to the 90s and uses the same struct definitions and even table values. Then you have 5 different tables types, Bosch tables (knock and low level stuff), old 90s ford float tables, modern ford uint16 tables with built in equation coefficients to turn them back into low effectively half word floats to save memory. Then you also have code and tables that are clearly simulink generated and absolutely impossible to follow the asm due to the incredibly inefficient code that it outputs.

You could read as high as you like. It's a simple floating point number based off speed density and the map sensor. As long as you can read 60psi on your map it will work just fine. Technically you could have 20000psi and it would work.

Is your cam timing oscillating? Show us a datalog of it happening and post the file up. It might be hitting the anti stall or the cam might be oscillating more than you want due to your load kicking it out of the overlap then back into it. If the cam is oscillating all you need to do is datalog what load and rpm it occurs at and adjust the cam timing there. If you find the rpm is dropping too low hitting the anti stall I would reduce the overlap and put -30 at say 600rpm as your own anti stall to stop it going that low. Anti stall kicks in at about 350rpm from memory.

Yes I believe you would have some weird issues due to not copying everything over. We are releasing a new product which you might be interested in however.

Contact support and we can sort it out for you.

We are all for it. We don't have them for sale retail yet but I think @Kirby@pcmtecis looking into it. Most of the workshops should have been sent some already if you are friends with any of them. Also feel free to print any of the artwork here personally

Put a completely stock tune back in the car and then change only the items in the guide.

Data log torque source, throttle source, spark source, knock, commanded lambda, LTFT, and plug in your wideband. Also do a dtc read with forscan

Disabling the torque module switch will definitely cause lots of issues and its highly unrecommended.

Post your file and a datalog up in a seperate thread.

Yeah in the custom os we have literally replaced the code references to the original stoich value so it does nothing at all. We were thinking about hiding it from the template as it's been a point of confusion before.

Have a read of this https://forum.pcmtec.com/topic/264-cold-start-e85/ Due to the poor atomisation at cold temps you need up to 400% fuel enrichment on cold start in the first few pips In the f150 at e100 -30 deg they command 1400% more fuel on cold start.

auf100014 replaces auF0117 in the custom os. The correct stoich for e85 is 9.765 not 9.81

The 5.0 supercharged V8 uses a different knock strategy for tip in spark knock control. It's not something you should change.

If you can find something now definitely order it as this may be due to a chip shortage that is out of everyone's control. Dont hold off as I have no idea if we or anyone else can order these in any quantity. Alternatively we are investigating an analog canbus solution such as the following so we don't have to worry about ground offsets etc. This could realistically be months away however. https://www.aemelectronics.com/products/cd-digital-dash-displays-adapter-harnesses/aemnet-can-bus-expansion-modules/6-channel-can-sensor-module

That is news to us! I'll see if we can arrange a bulk order. They used to be available in regular stock.

Its only used if the IMRC is enabled (eg NA). It is not used at any other time afaik.

The strategy conversion wizard is only to be used if you are setting up a multi tune as per the instructions here, there is no reason to change the OS otherwise.

Tuner lock doesn't give that error. Sounds like you may have a wiring or cable issue.

Yes technically the theory of what to do is not complex at all, the issue is implementing it. Eg tapping into the solenoids is quite difficult as you have to remove the TCM and resolder the pads with an intercept that will not fall apart when you go over a bump or get the box hot, then somehow get the wires back out of the box or via the TCM plug. You then need an interlock to make sure it can only be applied when stationary and in first gear. Doing all of this in a repeatable and cost effective manner is difficult which is why only one company to date has done this. https://www.facebook.com/XtremeFordTuning/posts/4306955426053984

Have you successfully used this cable to flash a PCM previously? What is the cable and was it purchased genuine? Non genuine cables or cables without FEPS support can give this error. Canbus wiring issues to the OBD port can also cause issues like this, eg the FEPS (OBD pin 13) not being wired up.

What vehicle is the engine and pcm from? Is it an ecoboost?

It does a "ecu reset" for both the PCM and TCM. This doesn't reset the adaptive learning just does a power reset which clears some adaptive learnt items. As a consequence of the flash and the checksums changing the PCM automatically resets the LTFT data. So this occurs regardless when you do a flash. TCM adaptive can be cleared using the instructions in the tcm kam thread. The TCM only relearn a under specific conditions, as these conditions are not documented it can take up to 1500km as it's kind of pot luck if you have the trans in the right state to readapt. If you have it in the sweet spot it can occur in under 30mins, unfortunately we don't have any documentation on this. You can log all of the adaptive conditions and it could probably be figured out with the right person logging.