Roland@pcmtec

Put a fuel pressure gauge on it. I'd also pull all the injectors and have them plus the rails cleaned. Seen a few 5.4s that sat in a shed for 3-4 years and rusted out internally blocking 3 injectors. Can also try removing the O2 sensors so it runs in open loop and see what happens. If you have one bank fighting the other they do weird things. Also check the cam timing hasn't jumped a tooth. Clutching at straws but the negative timing and high idle is 99% of the time an air leak. I've seen leaks which don't open up until the engine starts rocking and lots of weird things. That is probably the best I can suggest remotely.

Could an injector be leaking in air? Wouldn't necessarily show up during a smoke test. Also what about the fuel line vents? They don't open unless the engine is running.

That part will work but the actual proprietary j2534 DLLs probably won't.

Spark is still at ~0 to -5 deg and your idle is 900rpm. Must be an air leak somewhere still.

Was the throttle open when you did the smoke test though?

Was the motor on a stone cold start? You are idling at -10 deg timing. If it was warm you 100% you have an airleak. You need to do a proper smoke test. If it was cold get it warm and do a proper log then showing the symptoms as that log wasn't jumping around too bad.

It is going through the final round of QA now, need to make sure it is right before it goes out.

I'm not sure if that is fixed in 1.25. It might have only been fixed in 2.00 which is not released yet. The work around is to just use teclog format only.

Can you log it with the editor?

Datalog the map pressure and see if its in a fault status. If it is it will read barometric pressure of 101kpa or 29 inHG What is the spark timing when it is struggling to idle? If you have a large air leak it will peg at min timing eg -5 degrees. If the idle continues to increase with the spark pegged it will kill fuel to stop the engine over revving. This usually results in what sounds like a supercharger lope idle. I would be betting on an airleak personally. Smoke test the intake with the throttle blade open. The fact it has been off/modified and its an old BA you probably have a split/torn seal or hose clamp somewhere. Can you attach a datalog including spark/map/TPS etc.

There is a file for HABN9K3 available in our file repository. This is one of a few that is a read out of a vehicle and not a true stock file from Ford however as the PHF for this strategy is not available. You can tell as there is a VIN within this file. Looking at your file it is identical to our "stock" file though. So I would be reasonably confident it is indeed stock. To view this file use the following. There are 3 other stock files you can also compare against as well. HABN9A3 - Auto (uses different injectors to yours) HABN9L2 - Auto (same injectors as yours) HABN9M2 - Manual

The J2534 drivers wont work. I also doubt wpf works under wine especially the directx stuff our logging package uses

What does the factory knock system show? Does it correlate with the knock ears? Could you be getting noise externally from somewhere else? Do the knock ears have filtering built in or are they just a microphone? If you can turn the filtering off can you post an audio clip up?

Did you get anywhere with this?

Disable decel fuel cut and change your decel spark timing. There are a few threads on here about it.

This is another way to prevent kick down ZF00117 "Minimum throttle value to detect kick down" Set this to 100.4% (max value for the internal data type)

If there are any pcm messages you are struggling with let us know. We can dig them out of the asm with reasonable confidence.

Are you sure it's not inverted? The F6 strategies flip the digital input. See the BA independent VCT thread for more info.

Those scalars are from the workshop version of HAANF Good luck with it all.

That isn't a very big error and something that most tuners simply fudge out. A few possibly causes. Your peak injector pulse width will be at peak torque. I assume your peak torque is at 3500rpm so you could possibly just adjust the high slope to correct this. Another possibility is it could be simply blow through due to camshaft overlap giving you a false lean which you have corrected for at lower rpm. If you set your camshaft overlap to 0 degrees across the entire rev range does the lambda also hold flat (regardless of error). If it holds flat then you can simply tweak the speed density overlap adder tables to fix the issue. As you can see they drop the camshaft overlap back to 0 at 3500 rpm, so it is plausible this is your cause. A way to determine if your high slope is truly correct is to drop your boost pressure to spring pressure, does the car still run the same lambda? A way to determine if your speed density needs adjusting is to add 20 degrees over overlap across the rev range, does the car still run the same lambda? Do the opposite and run -20 degrees of overlap. Make sure the overlap holds flat across the rev range by datalogging it, if it is not flat then the test won't be accurate/useful. Finally you could do what basically every tuner does and fudge the speed density table where this error occurs. This would take 5 minutes and get you a flat lambda curve but without first testing the lower boost and camshaft overlap adjustments may simply be fudging and error that has resulted from somewhere else in the tune.

Try Commanded Gear and Commanded Gear by transmission. There is a search function you can utilise which means things fairly easy to find.

Good question. I think this is a case of try and see? There are some parameters like the following which might be interesting to play with. Obviously beware it is a possibility you could seriously damage the trans by changing these parameters. auF13298 Solenoid Override (could be a boolean 1/0 on/off or it could be a bitmask and take values like 0,1,2,4,8,16 etc) auF13165 Forces S1 Electrically ON auF13162 Forces S2 Electrically ON auF13390 Forces S3 Electrically ON Alternatively you could just set certain gears to have shift points that are out of range so it won't select those gears. What is the goal?

If you have previous tuning experience that is an option. Remember that you might have mechanical issues like a fuel pump that is too big causing pressure surges, blocked injectors, O2 sensor positioning etc which can't be tuned around. Without all the mechanical equipment to verify you may end up chasing your tail.

Take it to a Workshop. If you don't own the software there isn't anything we can help with. www.pcmtec.com/workshops

Custom machine works can solve this issue. They do a PCM mail order service. They spent a lot of time figuring it out so I think it is a bit of a trade secret. Alternatively wire up a square wave generator to emulate a speed input.