Roland@pcmtec

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.

Yes it is. Make sure it's set to high priority by right clicking on it. 300rpm sounds about right. In low gears the rpm will rise so fast the pcm can't stop it quick enough so there is a deadband setting which is about 150 rpm. Depends on the rate of acceleration as to how far it can exceed it. Set the fuel cut lower if you don't want it getting that high.

Check your email

If you are pegging your tmap you will be slightly lean even if the wideband doesn't show it, there is no doubt about it. To use the switch over logic you simply install a 4 bar boost sensor, we recommend Ti Performance and Independent Motorsport as they will both supply you with offset + slope values so you don't have to stuff around calibrating it. The IAP going to 29.8 is because it would have gone into failure mode (29.8 is 101kpa eg atmospheric). We HIGHLY recommend you leave the standard overboost logic so that if this does occur the vehicle goes into a limp mode or at least pulls wastegate duty cycle. This may save your engine if you have a boost control failure.

Have you got a datalog showing map, throttle and torque source? What is your afr showing What is the Dtc fault? Is your fuel pressure ok? Checked for intake leaks?

What turbo?

Histograms will be available in our 2.1 release which is due out soon.

Log camshaft error in case it is not commanded and as a result of a large change in oil pressure or PID overshoot/undershoot.

Bruce if you keep reporting your own post to to a moderator repeatedly I will delete the thread. It comes through to our admin portal causing noise.

Great news!

Forscan can change asbuilt data only. It cannot reprogram a TCM, you require PCMTEC Professional edition to do that. There is no such thing as "pairing" a TCM. It is either the correct strategy or it is not. You need to know exactly what strategy to put in the TCM so that it matches the PCM and ABS calibrations. If it doesn't match you'll at best have an ABS fault, at worst you'll be stuck in limp mode/3rd gear. There is a facebook group linked above for ABS files. If no one has the file you'll need to find someone with the correct vehicle and download it from their car. PCMTEC Editor professional has a database with 90% of the TCM files available, providing of course you know the file name as there are 40+ of them. If it is one of the 10% that we don't have, once again you'll need to find someone with the transmission and do a read from their vehicle. If this is just a once off, it would make more sense to pay someone else to program the TCM for you as it is not a trivial operation and it isn't something we offer tech support for. Good luck.

They are a different processor with different memory maps, they are not compatible.

A turbo and non turbo TCM is the same hardware afaik. Unsure about the BCM needing to match. I suspect it will work without matching providing you do a parameter reset to resync PATS.

This looks quite likely to be a mechanical issue. The throttle is staying wide open and wastegate duty cycle is not changing however your load and map is dropping drastically. You also have a huge boost error implying the PCM is not requesting less boost. Is your intake piping sucking shut on the compressor intake? This will feel like a fuel cut, it also may stay stuck shut for several seconds. Is a hose clamp blowing off?

I think that might be all you need. There appears to be a TCC input torque offset table. I'm not sure what this would do however. ZF00526 There is also a lot of interesting scalars here It might be for NVH reasons they simply do not lock the converter at decel/light throttle and you need to exceed some limit defined by a scalar before it is allowed. Eg maybe there is a torque/rpm slip before it will allow locking. Have a read through all the scalars and see if anything stands out.

Im spit balling but believe it's how locked the converter is. Eg l/m/h is like 33/66/100% locked. I don't have an auto to test but that is my theory. As long as you don't lock the converter under full torque it should be reasonably safe. Testing is key however.

Change your tcc lockup schedule

Sounds like a reasonable hypothesis to me!

Fairly sure it is low medium and high load