Roland@pcmtec

Be simpler to reprogram your ABS module (assuming it is compatible) to suit the turbo. Check out this group https://www.facebook.com/groups/australianforscanusersgroup/?ref=share Alternatively what you said might work but I'm fairly sure the turbo logic enabled switch is transmitted to the ABS module and that is what triggers the incompatibility.

It will be designed to give you all the information to tune a lightly modified Xr6t to 300rwkw including the ZF6HP26. This includes all mechanical steps and check lists. Beginner/intermediate level however it will still have info that might be new for even experienced workshops. It will be a document that can be purchased through the editor. In person training will be in groups and a done seperately. We haven't decided on pricing or the delivery method exactly yet as the the material is only half way done.

Also we have invested a large amount of money into producing some training material and a tuning guide which will have an accompanying in person training session available in VIC which we hope will be available this year. This has taken us years to find someone capable of doing this which also has the availability to deliver on it. It is very hard to find people who can do this job and are willing to take it on. The reason we haven't had anything available to date is not from lack of trying, we just literally could not find anyone to hire to develop it.

I'll give you an example. You spend 1mil buying a workshop. Then you spend 500k on a dyno, sound proofing, external exhaust, tools and then drop 300k a year on maintenance and employees. You then buy a brand new test car and spend months of R&D tuning it, taking it to the track, blowing the motor after testing the limits. More tuning and R&D until you know how far you can push the limit of the motor. Maybe a few hundred k of R&D and you start charging 1.5k for tunes. This Includes mechanical inspection and all the prior knowledge you learnt. Joe blow down the road who has invested less than 1k into learning to tune then sucks your tune out and flashes it into his mates car and it luckily works without blowing anything up. Now Joe blow thinks he knows what he is doing and starts selling this tune with minor tweaks for $1k to people who don't know any better. How do you think the workshop owner feels? If the software is accessible to anyone it drops the quality of the industry as people who should not be tuning are doing it. It means a lot of customers end up paying 3 or 4x as they slowly realise you get what you pay for. On the flip side the software being accessible to anyone means it is easier to learn and end up becoming a workshop or leading tuner. I can see both perspectives as most of the workshops invest a huge amount of time and money into getting where they are. But I also remember how frustrating it was not being able to have any access when I wanted to learn.

Because it's really difficult and not a sustainable business to write software AND provide tuning training. We have paid support you can do through DSR performance however this requires you already have a dyno and test equipment. 90% of our revenue comes from workshops and hence they have the be our core focus. The reason the enthusiast product exists is because I personally was in the same position back in 2016, I tried to buy SCT and was told I had to own a dyno and shop to buy it. So here we are. Ironically now that we are here I completely understand why they take that stance and it is because supporting DIY is a great way to burn yourself out when 100s (literally 100s) of people PM your personal accounts asking for help every single day of the week. Mostly of it is out of hours and on weekends. For the first year or so I used to reply, now I've turned off all messengers and notifications and don't really reply to anyone at all as people took advantage of it. I still want to leave the avenue open for people who were like myself (eg you guys), but we can't hand hold DIY users for a $300 product. For $3k then it is something we can afford to do and that is what funds writing all the HOWTO guides and R&D. The enthusiast users get this all for free. We regularly get asked by workshops to remove the enthusiast product and make the forums private. We don't plan to do this but you have to see it from our (and their) perspective. To date we have sold ~$40k of copies of the enthusiast product in 3 years. We have 7 employees, as you can see the enthusiast product is a money losing business, we only do it to give back to the community. There is absolutely no way we can afford to produce training material as well.

I highly recommend checking these guys out for some paid training if you want to learn more to start following this stuff as injectors are just the start of it, it gets more complicated as you go in deeper. We will also be offering training material this year and hopefully an in person training course. This will be via DSR Performance in VIC https://calibratedsuccess.com/ https://thetuningschool.com/

So the cam error is the same on low boost and higher boost? Eg wot run, overlay the cam angle error and see if it's the same. If it's worse on high boost then you likely have an oil supply or actuator problem as the higher the boost the more pressure/gain the actuator needs to shift the cam.

If you run spring boost pressure only does the problem go away?

It's possible the oil feed to the VCT has been damaged or blocked. I've seen it before.

You possibly have an oil supply issue then. What pressure are the valve springs?

Thanks for the great info as usual Bill. As Bill said the Tactrix works ok however it does not support medium speed canbus, this means you won't be able to do some procedures and connect to some modules (eg the radio etc). The cheap ELM327 cables eg the one Bill recommended are actually better for this job than the Tactrix.

Question. How are you confident your wideband is telling you the truth? Do you get it professionally calibrated? If you log fuel pressure and your wideband dies due to condensation shock (a lot of shops replace their widebands fortnightly as it's cheap insurance) you'd know immediately before you have a chance of hurting the motor. Widebands die all the time and they usually just read rich/lean and still turn on so unless you have a point of reference you won't know. Shops like springy performance and Pitlane have fuel pressure senders they can bolt in in less than 10 minutes to almost all cars that come in. A few of them go a step further and even measure the return line flow. Monitoring everything all the time means you are aware of problems before you even touch the tune. It saves money and time in the long run and I have to stand by our recommendation that all shops log fuel pressure. This will be part of our training material. If you think this is overkill you should see what the OEM logs and measures. They have 100s of sensors all over the motor. Most of the professional calibrators just shake their head at the entire aftermarket industry due to how amateur it is in comparison.

We have a public workshop list here www.pcmtec.com/workshops Alternatively send us a ticket with your location and we can recommend someone who has done lots of these swaps if there is anyone near you.

Everyone will tell you about their magical unicorn motor/box that lasts forever. But they won't be bragging about how they blew up 4 na+T motors in a month before taking it to a tuner (yes I've seen this).

With the fuel pump you can have return lines pop off, filters block, wiring melt. So regardless of the size it is critical to check fuel pressure on all cars you tune. Once again seen first hand 10s of engines hosed because of simple to find problems if you log the data.

You guys might have seen a few boxes last but I've heard first hand of 10s of them not lasting a week. They are rated to 450nm of torque. Eg bugger all.

Xr6t runs less compression. You will blow it up in literally minutes if you use that tune. Na+T needs knock ears to tune it properly as it will be very knock limited. Are you planning on purchasing knock ears, a wideband and some method to log fuel pressure? The na box will also blow up with any decent torque behind it.

What is the cam angle error on the datalog? Can you post a datalog. Are you running stock cams and valve springs?

Shouldn't need any drivers installed for the DLP cable as we embed the usb/serial driver in the pcmtec installer.

If you haven't already have a read of this thread. Might be of assistance. h

Multi tune. You can wire up cruise control buttons and use a CANBarra module to power almost any dash to display the rpm signal from the PCM. No one we know of has used this method in over a year hence the obsolete status.

Are you clicking on the dlp entry in the scalar list on the left hand side then pressing f2?

If you are using a CANBarra module best to chat to Nigel first.

Depends how you wired the dash up I guess? You tell us how it gets its speed source?

Just had an idea. If you set up the permanent fuel cut on gear shift for the BF which is very rough at low revs/low throttle (eg you would never drive around town like this) as an extra tune you could enable this for the drag track etc as a separate tune you enable. You could also enable/set up a flex tune and wire up the TPS or boost sensor to the rear o2 sensor and interpolate the torque reduction based on throttle/boost level to make it drivable. A lot of stuffing around, but if you are DIY and bored it would work and probably quite well.