Roland@pcmtec

It would be possible, but unless you have a lot of time I wouldn't personally do it. Unless you have a very competent tuner who understands the barra pcm well however I imagine their time is not cheap. You would need the Workshop edition to adjust the crank pulses and global timing offsets etc. Are you looking to save money or for a cool project?

By default they won't add timing but you can enable octane advance. Have a read of this as well

The knock sensors pick up false knock and also miss real knock. Use it for safety only, do not attempt to tune MBT with them. You need a professional knock setup to do that. Things like broken engine mounts, lose intercooler pipes banging on the motor etc can all cause false knock. Log the sensors against each cyl individually to see if it's just one sensor!/cyl, if it is you could have a faulty injector etc.

Direct injection means you can spray at tdc as well which is great for avoiding detonation.

A bit off topic but some interesting info. The new euro standards (In china they are already doing this) will require lambda 1.0 at ALL times. This includes extended WOT power runs, you cannot rely on enrichment for power anymore in china, same will happen in the US and Europe soon. One benefit of this is it will mean easy power gains for the aftermarket but it does also prove it can be done. From the calibrator I was speaking to they said the engine generates about 10% more heat at lambda than your typical WOT enriched cooling lambda, coupled with a particulate filter (like the diesel ones) that they are now running in china they had to do a few things for reliability. Bigger radiator, more cooling passages around the cylinder walls, higher temp valves and a different catalytic converter design. They also have a lot of cooling failsafes to pull the throttle back etc to stop things melting.

Yes it's highly recommended to make the car go open loop and rich much sooner with more boost. Otherwise you can get even 10psi at part throttle if you are towing and be running 1.0 lambda.

Yes it does as its currently listed under development. It will get categorised in 2.x hopefully!

You can rescale the spark table to have any load you want. Have a read of this thread about getting the decel pop n crackle happening

This is a really simple method. Set the 5th gear min/max wider and datalog gear mtx to make sure the ratio is within the 5th range.

If you get the switch the wrong way around it just reverse the oil lamp function, eg you'll get a red light when oil pressure is healthy, and when you have low oil pressure it'll turn off. Other than the indication it should not actually do anything else, its also very easy to test.

Also for customers who need support ASAP the fastest way to get in contact with us is via our support portal. We have 5+ people who get notified when a ticket comes in so we can action it as soon as possible. https://www.pcmtec.com/contactus

If the car has E85/98 multiple fuel tunes that are switched via the cruise control, he simply need to change the selected fuel back before starting the car, this is remembered unless the battery is disconnected for a period of time which I imagine they would have disconnected when doing the welding. There is a video showing the process here Steps are, ignition on engine not running, turn on cruise control. Press resume, press + and speedo will flick to 85kph (e85), press - and it will flick back to 0 (e0/98) to select the correct fuel. Press resume again then press +/- to select the tune, this depends on what the tuner has set up, usually its low boost, boost by gear, high boost, ghost cam etc.

This is correct, assuming injectors are stock and the car has no modifications that would affect VE (eg standard turbo, standard camshafts) then you should be able to simply change the commanded lambda to affect the fueling. If you have started modifying things and you find the commanded lambda does not match the measured lambda via your wideband. Then you need to start modifying the fueling (injector slopes) and airflow (speed density) models. If you have modified the vehicle then read the following forum threads. Injector slope scaling: Speed Density Open Loop / Closed Loop Fueling You need to be aware that these engines only have closed loop fueling at stoichmetric 1.0 lambda. Eg at idle/cruise. Outside of these conditions the engine runs open loop. That means if anything changes (eg fuel pump runs out of flow, you change the VE of the engine eg camshafts ) the car will no longer run the commanded AFR and you will need to correct the mechanical issue or modify the appropriate model in the software (eg injector fueling model or airflow speed density model). If you are a workshop then we can point you in the direction of someone who can provide paid training. Otherwise the best way is to post on the forums and read all the HOWTO Guides. I also recommend purchasing a wideband and an analog input cable so you can datalog your actual AFR vs your commanded AFR. Once you have tested this on the street you need a dyno to test it safely at wide open throttle. There are many dyno operators who will hire out there dyno at a per hour rate, there are even some mobile dyno operators who will come to you.

Why do you want to remove the pcm?

It is similar in that it is a key challenge exchange, but that is about it. What is your goal? Depending on what it is I might be able to point you in the right direction time permitting. There is a lot of extra stuff to stop replay attacks, it also performs some kind of checksum on the responses. The actual alg looks similar in that it is some kind of XOR type of encryption. It looks like a multi part exchange that has a few more steps than the security unlock. We have disassembled the PCM to a high level, but none of the other modules. So to fully emulate it you'd need to do the BCM as well. But I can get some ideas about what the PCM side is doing from the work we have done to date.

We do know how it calculated, it is fairly complicated but it could be emulated if someone had enough time up their sleeve.

Yes but never trust anything you read. Always test to confirm. Try it, datalog and make sure it does what you expect. If it's wrong report back.

Most tuners disable overboost as a hangover from the old CAPA tuning days. Some even turn off the torque module switch. There was good reasons why this was done 10+ years ago, mostly due to lack of access to parameters. The only real reason to do it today -(disabling boost over protection) is lack of time to test the vehicle in cold conditions, lack of time to tune the closed loop PID control or simply due to mechanical reasons (poor wastegate control, eg a BF with a stock flapper and the customer wants 18psi in the mid). The risk of toasting an engine might be outweighed by random over boost cut outs that occur due to lack of budget for the tune or parts. It definitely takes longer to set this up without causing nuisance cut outs, something that more customers are willing to risk than you might think. This said, any tuner should be able to set up the above if time permits and you specifically ask for it. We can walk any tuner through this is they have not previously done it and a customer requests it.

These tables here. Enter a more negative torque reduction number and that will increase the torque reduction/fart when the shift occurs. Make sure you are using the correct table for the shift, you can log the engine torque reduction to confirm.

You could try simply increasing the torque reduction for that gear shift in the ZF calibration instead.

Without a smoke test you may never find the air leak. I would not continue your diagnosis until you find one.

Spark at 2 degrees suggests you have a fairly severe intake air leak. The car will also likely overheat in summer like this. Sometimes leaks become worse when the engine torques over if the engine mounts are stuffed, as one side will pull on all the ancillaries and make the leak much worse temporarily. Being a BA it wouldn't surprise me if there were multiple small leaks.

2.10 has several new read and write methods which drastically improve read and write times. The following processors are now supported. TC298 2018+ Ford Mustang, F150 TC1791 2015+ Ford Mustang, F150 TC277 2015+ Ford F150 Spanish Oak 1024k Black Oak 1472k The following processors have support coming soon. TC1797 2015+ Ford Mustang, F150 TC1767 Ford Falcon Ecoboost, Focus, Mondeo Write Methods Partial Write: Partial write is where we calculate the minimum number of segments required to write when writing a file to a vehicle. It is the fastest write method. This is the default when flashing a vehicle. If the TEC file has changed and we cannot calculated a diff we fall back to calibration only write. Calibration Only Write: When the editor can detect that a vehicle's operating system ID is the same as your file, it will automatically allow a calibration only write where the RTOS and code segments are not written. This saves time flashing vehicles where partial write is not available and only writes the segments containing the calibration values. This function is available in version 2.10 onwards. Full Write: When a partial write or calibration only write are not available we fall back to a full write. This is the slowest method and writes the same segments as recovery mode. Recovery Mode: Recovery mode is the same as a full write with less error handling to allow writing a PCM that is stuck in bootloader mode and will not respond to normal OBD commands. Read Methods Full Virtual Read: When a vehicle has been detected as being 100% stock via matching checksums, operating system identifier, strategy and various other checksums we can virtually read the file from our stock database. We then only read critical information such as Serial, VIN and VID Block. This read method is effectively instant. This function is available in version 2.10 onwards. Partial Virtual Read: When a vehicle has been modified and we can detect the operating system ID and the operating system is detected as unmodified reliably (eg a non custom operating system) we allow partially virtually reading the file from our stock file database. Eg only the calibration, serial, VIN and VID block will be read. This is typically 4x faster than a full read. This function is available in version 2.10 onwards. Full Read: A full read reads all code and calibration segments. Recovery Mode: Recovery mode is the same as a full read with less error handling to allow writing a PCM that is stuck in bootloader mode and will not respond to normal OBD commands. This would typically only be done if you were attempting to get the VIN/VID block from a soft bricked PCM. Read and write times: The following read and write times have been calculated using a Tactrix Openport. Drewtech Mongoose is approximately 10% slower. Full Calibration Virtual Recovery Full Calibration Partial Write Read Only Read Read Write Write Only Write BlackOak BA Falcon 2m 25s 2m 19s 1s 3m 34s 3m 34s 26s 30s SpanishOak BF, FG Falcon 1m 44s 1m 36s 1s 57s 52s 18s 15s TC298 (Mustang / F150) 19m 30s 4m 0s 2s 2m 19s 2m 19s 33s 14s TC1791 (Mustang / F150) 2m 33s 33s 1s 4m 14s 4m 53s 45s / 1m 10s / 22s TC1797 10m 9s Coming soon Coming soon 3m 44s 3m 43s Coming soon Coming soon TC277 9m 48s Coming soon 1s 1m 31s 1m 35s Coming soon 12s ZF6HP 3m 6s N/A 1s 15s 14s N/A N/A

Previously we have had an axis rescale feature which will reinterpolate any referenced tables when you modify an axis. This feature was hidden behind a right click context menu and was rarely used. The feature can be seen below. This functionality is now automatically prompted whenever you modify and close an axis. This is available in version 2.10 and newer. In this example you can see there are 26 borderline knock tables which share the same axis. If you were unaware of this or forgot to rescale them all, you could cause your self some serious issues. After modifying the axis and closing it, it will now prompt you to auto interpolate all of these tables to handle the new breakpoints. This should prevent mistakes and help new users become aware of these workflow tools which can save quite literally hours of time.

Smoke test the intake for leaks. What is your idle spark? If its below ~10 degrees you likely have an intake leak which would explain your rev hang etc and also your deadspot (no timing). Check torque sources to make sure you aren't in a limp mode or torque reduction mode. Check DTCs Check fuel pressure.