Roland@pcmtec

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.

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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

I'll share everything I can figure out on my own as it means less support for us and better results for the workshops customers. The issue is getting someone to give me access to their car via teamviewer. If people can set everything up with teamviewer and have given it a decent go themselves I'll give just about anything a crack.

Reverse Ghost Cam Thanks to Stathi at IMS for his time and perseverance we have a procedure for doing a reverse ghost cam. This allows you to close up the overlap at idle or change the intake cam angle. This procedure was tested on an auto FG, this should also work on other vehicles however we have only been able to test it on an auto FG. You will need to experiment with what angle works best, it may be positive or negative depending on how the cam shafts are degreed. Intake only First ensure the scalars used to enable a ghost cam idle are set back to stock auF1035 == 1100 auF1079 == 1200 auF0102 set to 20 auF0100 set to 20 auF0103 set to 20 VCT angle auF16610 set to 20 in the idle range VCT angle auF0115 set to 20 in the idle range VCT angle auF16501 set to 20 in the idle range Beware that with a large camshaft the TP can be as high as 160 at idle and the load as high as 0.5, so you need to cover a lot of the table to get this to work as expected. You may also want to tune your spark timing at these higher loads to assist with bucking and jerking in carparks. To get the exhaust cam overlap to close during idle up the best method is to simply degree the camshafts so there is no overlap when installed. If you cannot do this then you can close up the overlap at idle by setting the following tables This will cause the exhaust cam overlap to close up to -20 when in CAM SOURCE == 4 (idle mode) when CAM SOURCE == 1 (in gear) we couldn't get the overlap to close up (eg an auto in gear). We found that the overlap being at 0 actually gave a stronger idle however so we did not persist with making this work. In a manual this would be not be an issue. auF0098 set to -20 auF0097 set to -20 auF0116 set to -20 This combination of tables is fairly specific as we found auF0115 (max overlap vs oil temperature) is also used as a "max intake camshaft position) when in gear. This was required to be set to 20 to get the intake camshaft to do what we wanted when in gear. The actual angles to use for the best idle will need lots of experimentation as it depends entirely on the camshaft aggressiveness and how they have been degreed, eg do they have overlap built into base position or not. Here is a log showing the idle camshaft angle and load. This showed an idle of 0.36 load and 19 inHG/ 61 kPa Happy smooth idling guys!

They already max out the torque in the low RPM via the VCT timing. Ford did an excellent job and there is no real gains to be had beyond adding a small amount of timing if you are running on 98 octane. If you think it is down on torque I would put it on the dyno to check it is making the normal amount of power, they aren't really know for being low on torque so maybe something is wrong? Also I would do a DTC scan with Forscan to check for any faults. Do a datalog as well to check throttle is at 80% (full throttle), your spark timing matches your borderline table + modifiers, check your VCT timing is as expected and the torque source is "driver demand" to ensure there are no limp modes causing you dramas. Check the knock adder as well, ensure that you aren't getting false knock. If you are getting knock, put 98 in it to see if it goes away. If all of the above checks out and you are still finding its low on torque at low/part throttle (not WOT) then there are some gains to be had however they can make your fuel usage go up 10-20%. To do this look at the VCT intake timing and set it up as per the full throttle timing at part throttle, this will remove the pseudo EGR (exhaust gas re circulation) that Ford use to dilute the intake charge. You'll make sightly more torque but you'll find that it definitely uses more fuel at cruise.

If you are ever want to double check assumptions try putting silly numbers in and check the result. Don't trust us, check it yourself.

Downloads fine here

Try turning all the features off and see if you lose sport mode or kickdown etc. That might give you some ideas. We never really went very far into the BTR assembly code so we haven't got much we can add here. I find the best way to figure a lot of these things out is good old trial and error with putting stupid numbers in and seeing what happens (make sure its a safe environment).

Yep, if can't get teamviewer access to the car then it usually becomes too hard. Good work comparing all the files, if there are some other scalars you want to know about let me know.