Roland@pcmtec

Also this. If this car runs fine then you are optimising something that doesn't really matter.

Min pulse width is a peg. So if you cruise at say 0.5ms and you set it at 1ms. You'd be injecting double the required amount of fuel and the car would be massively rich. So what is too much entirely depends on the injectors and what your true min pulsewidth is. You'd need to datalog decel when this lean event occurs it and see how low it goes. If it's lean only when it's at this very low pulsewidth then increasing it will likely solve your issue. The whole purpose of min pulsewidth is make the car run richer when the injector starts dribbling and causing misfires (eg decel and possibly the cause of your lean condition). LTFT is included in the default layout file. Load that and it will be in there.

Increase your minimum pulsewidth. Also log fuel pressure on decel with a seperate gauge. You might be getting pressure fluctuations. Also check the narrowband voltage, it might not actually be lean and it's just your wideband, is it in the tailpipe or in a bung? How are your LTFT at cruise / decel? If it's above 5% you will get random lean/ rich spikes in transients. Finally how does it drive, does it feel lean and miss/splutter if you back off and get back on it straight away? It might not actually be lean.

https://forum.pcmtec.com/topic/32-howto-run-pcm-standalone-eg-engine-swap-pats-disable-and-speed-source-setup/

That is a manual in neutral. It is not going to work the same in an auto or if you are in gear doing a rolling launch.

I tried 0.6 lambda and -25deg timing and it wouldn't rev past 4k in neutral. In gear you can get it to hold fairly still. Eventually it will break through but you could set a rev limiter at say 4k with a combination of fuel dump and spark retard before that and it should hover between the limiter and the retard fairly well. Experimentatiom here is key. Beware you will likely melt things.

If that is the case what is wrong with the normal fuel dump and retarded timing which is described in this thread? This builds the maximum amount of boost unlike a limiter which will cut fuel and hence build less boost. This will also be smoother.

Put new OEM coils back in. Also confirm that you aren't getting valve float. Does it only occur at peak torque? Do you have a lumpy idle after a dyno run? What happens if you run spring pressure instead? Timing is probably due to the various adders. You can log individual cylinder spark and see if knock retard is kicking in.

What is the goal? Almost all the time a soft limiter with spark retard is better. You don't need a full cyl cutout when in gear otherwise you loose too much torque and it makes for inconsistent launches. You can of course put a simple rev limiter in the launch tune though, you will need to adjust the deadband/hysterisis though as otherwise it will drop 2-300 rpm per bounce.

Depends on the cams. Basically anywhere you are getting aircharge going out the exhaust making the airflow model non linear. The only way you will know is via datalogging and seeing how the standard ve model falls over with large overlap.

It should be linear once on boost. You only need to manipulate it in the vac zone. Everything below 101 kpa or 14.7psi is off boost.

These cars do not have a fuel pressure sensor. You'll need to check it mechanically.

Sounds like you have a tuning or mechanical issue then. You are going to need to go back to basic and check fuel pressure, spark gap. Datalog the MAP pressure vs a pressure gauge or check it against the boost sensor etc. Did you set up the new map sensor with the correct slope and offset in the software?

I missed that it was a na +t Did it work properly before and suddenly stopped working or it's never worked properly?

The first revision is being reviewed at the moment. Still a few months off but we will let everyone know when it is available. I would say its over the halfway complete mark now though.

What are your LTFTs reading at? For a quick check I would unplug the O2 sensor and see what happens. Sounds like the O2 sensor is failing/has failed. This assumes that the injectors were dialled in correctly to start with.

You need to speak to your tuner. Ghost cam will always have compromises.

Have you tried connecting to the tcm and looking under ZF DMRs to log the Trans?

It is already available here: https://forum.pcmtec.com/topic/235-howto-disable-or-reset-zf-6-speed-long-term-adaptive-learning-kam/

Running that rich will likely foul plugs causing stalling issues and wash the bores if you leave it idling like that for an extended period of time. Definitely turn off LTFT/lean it out at idle in those areas.

If you have a correlation fault then the sensor is a likely culprit. Why not replace it and put it somewhere else?

Depends if you are utilising under boost to run 100% duty below the boost threshold (they do from factory). If so and you don't tune the waste gate DC to do the same you'll add lag. The same is true if you are hitting overboost to stop boost spikes. If you disable it you might have massive overboost causing knock etc. The fact you are getting already getting random overboost suggests you have an issue and overboost/underboost is kicking in (eg you are running too much boost for the internal wastegate etc). Though it could possibly be a faulty boost sensor. Have you datalogged boost pressure Manifold pressure to see if they match? Either way I would highly recommend investigating the actual root cause of the boost control issues and fixing that instead.

It it used for closed loop boost control, over boost and underboost protection. If you disable it you'll need to run open loop boost control which means your boost can vary quite a bit in different transient conditions.

There is a list of workshops here if that helps. I don't believe either of the ones listed use our workshop package. https://www.pcmtec.com/workshops

No we won't be doing anything regarding the canbus packets. You could try CANBarra and see if they are interested in it.