Roland@pcmtec

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.

You can disagree with tuner lock as much as you want but if you do such a thing you'll be hurting our top customers. This isn't a hobby for them, it's their lively hood, it is what pays their bills, some of them have million dollar loans for dynos and sheds, this would mean less revenue for them and hence less revenue for us. This means less R&D funds for us to continue building cool software like the multi tune and our new datalogging package. Can I make a suggestion. If you have enough time to even consider something like this maybe put it towards learning to tune or something else with a positive outcome for the Australian tuning community.

If you are not a tuner yourself why are you asking such a question?

Have you tried swapping the widebands? If they still read the same try swapping the analog inputs/guages/however you are viewing the data.

That is interesting and makes sense. I would simply follow every single suggestion in the thread. If you do all of the settings I can't see how it could possibly still trim. In every car we have tested on we can successfully disable LTFT with any of the settings on their own. If someone has one where it will not disable and can be made available via teamviewer during business hours we can log in and see if we can figure out a concrete way to disable the trims. We can then report back how to do it on here for everyone else.

Cam timing skipped a tooth? Does it idle a bit rough? Compression tested it? Down on power? Do a power balance test with Ford IDS

You could also have a clogged fuel rail. Had one instance of this where a car had sat for a year and the rail had rusted.

This tells you exactly how the spark is calculated https://forum.pcmtec.com/topic/77-info-ford-spark/