Roland@pcmtec

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.

Why do you want to know? Have you tried turning them on and off?

You are better off using a turbo OS/Strategy.

If you ever find out I'm curious as well.

They would be in the workshop edition that is why they are not available. Also need to check its for the same OSID eg BA/BF/FG/FGX are all quite different.

Yes, they are not in pro afaik.

Just fyi it's not a spark cut. It's a fuel cut and spark retard. Cheers for posting your settings up, lots of people ask.

Try logging F_A_RATIO[0] F_A_RATIO[1] instead as this is effectively the STFT per bank, we have never had a v8 test car so this stuff has all been developed for the 6 cylinder. The Pulsewidth calc is copied and always identical for the two banks as its actually done on a per cylinder basis and the bank reading is not really used for anything useful internally that I can see. There are actually 8 pulsewidths you can log, one for each cylinder. This is what is really going to the injector. These are logged as FPW[0], FPW[1]...FPW[8]

They are the real internal values. They may be pre fuel trim scaling though. Can you set them both to high priority and attach the log file here? I will have a look at the asm tomorrow and see if there is anything added after that value that you can log seperately. Can you also include the OSID of your vehicle. I will double check the addresses are different as a sanity check.

You cant directly connect a wideband. It needs to be connected to a controller to control the heater circuit. There are many wideband controllers out there that provide a 0-5v analog input. Zeitronix, innovate, aem, w2o2

Only the Mongoose JLR and Mongoose Ford is supported. The other mongoose cables lack the 18v output support on Pin13 ERR_PIN_INVALID occurs when we ask the cable to supply 18v to pin 13 and "computer says no" Tactrix Openport is a cheap alternative if you need something asap.

Apologies its a 2.10 feature. 1.25 will use a default layout only if you logout/login again and connect to a vehicle.

They are copied automatically when you launch the datalogger. If you delete the file it will copy back. We have a bunch of new ones we are working on for the 2.1 release. In the mean time here is the 1.25 file. Falcon_Default_125.tlo

C:\Users\%USERNAME%\Documents\PCMTec\Logging Layouts

Press load layout and it is in my documents/pcmtec/datalogging layouts folder

It all depends how much torque the car is making and what the estimated torque model is saying (this depends on speed density/load etc). Can you post up a datalog with the falcon_default.tlo layout file loaded showing the ETC SOURCE and TQ SOURCE when this occurs. If you can right click and set both the sources to high priority as well that will make it easier to see. If you can also add these two to the list "Engine torque at flywheel" "Torque Reduction For Trans Shifts" You'll quickly be able to see if its tip in/total torque or a shifting truncation. Then it should be fairly obvious how to fix the issue.

That is the only way.

This is one way you can do it. It requires the workshop edition effectively making a master slave arrangement.

The primary reason our customers request tuner lock is because they often spend weeks or even months refining a tune with many broken engines/gearboxes to get it to that level. They then use that on many customers cars. If some guy down the road with close to $0 in the game reads this tune our and sells it to his mates for a tiny price then they lose those potential customers and they also become quite jaded and decide what is the point of investing time doing R&D. Some people may use the tuner lock to hide their tune away from critique however this is not the primary reason for developing and allowing it to be used. There are always going to be exceptions, however you have to respect the primary reason why it is done. If someone made such a tool (assuming it was possible) and released it then you'd be undermining all of these large tuning shops.