Roland@pcmtec

Right click and set high priority on lambda and rpm. Your update rate is quite low in those screenshots so. You can have up to 15 high priority items.

Close!

It's all fairly easy to find. Tell them to search for LPG or under the ecolpi tree item. I don't think there is much extra you'll be able to get out of the system though

Yes you can remap the pump to some extent. It looks like it is already close to max duty cycle from the software. I believe they max out about 260rwkw.

Could have overboosted and hit the overboost threshold. Hold it at 4k at steady state on the dyno for 10 seconds in tune 2 and see what happens.

Good find. Desired boost being zero means it is usually in a fault mode or over/under boost. Depends how you've set the two tunes up as well.

Have a look at how they are plumbed up. The valve doesn't do anything special it is the plumbing configuration that makes it clever

Be aware of how much tuning this will require. Even a 5c change in ambient temperature can cause a large change in boost pressure, and even 0.1% change in duty cycle can make a measurable change so you must have closed loop boost control for a 4 port setup to work correctly. This assumes you are using an external gate with the ability to be plumbed up like a 4 port. If you haven't done this before I would set aside a day to get your head around how to tune a 4 port setup. You may need to de-sensitise the valve by using a different hz pulse width.

It is really too small for your target, hence the high duty cycles you are requiring to get there. a 12-14psi spring would be more controllable, or using a 3/4 port setup and closed loop boost control would let you get a very wide boost range.

What spring?

Is this a stock turbo? They will never control boost properly at those duty cycles. You will have 18psi in the mid dropping to 12psi at redline. The flapper needs porting if you want to reliably run a flat boost curve

Buy a CANBarra module to emulate the speed signal if the ABS has been removed. It needs the wheel speed signal for many features.

Trust your knock ears as these do detect false knock. Check engine mounts and anything that could be vibrating.

I wouldn't waste your time with the eboost and I'd put whatever a tach converter costs towards getting a turbo pcm.

Yes that is the correct value. I recommend right clicking on it and setting it to high priority when the vehicle is connected as well so you are getting a high sample rate. You can also log spark retard per cylinder as well to see if it's a particular cyl.

Getting close.

Get rid of the eboost and get a turbo pcm. Or turn off torque reduction via spark and hope your gearbox survives.

"I did notice auF0053 has engine coolant temp on both the x and y axis, but the description does say intake and coolant temperatures. I'm not sure if that is just an issue with my tuning file..." That is a weird one thanks to Ford. The axis is used for coolant temp AND IAT depending on which table you look at as the axis is shared. In auF0053 it is indeed intake temp vs coolant temp. In all other tables that axis is coolant temp. Ford throw lots of curve balls at you in these ECUs, this is one of the more curly ones.

Good luck. If it works reliably you could definitely sell this to customers on a per-use license model. It would pay for itself with the amount of time lost scaling injectors and it is definitely one of the biggest pain points for tuners. You would need a reliability checklist to rule out any mechanical faults before running it as garbage in garbage out before it gives good data. I'm impressed with the injector plot you did from your data. When I tried similar I found I had a large amount of data scatter (Im not sure the correct term for this). I was plotting the data in some software I wrote when a proper matlab/scipython style environment would have been better. This was back before we started the company! https://forum.hptuners.com/showthread.php?58174-Custom-graphing-software-for-logging-fuel-trims-and-recalculating-speed-density-maps&58174-Custom-graphing-software-for-logging-fuel-trims-and-recalculating-speed-density-maps My injector plot was not very nice looking (thanks to Excel)

Yes this requires the workshop edition. Most of these guides expect that you are using the workshop edition. We do offer an upgrade from professional to workshop edition. Make sure you are logged in first and you can see the pricing here. It also includes several extra credits to allow you to do a full multi tune (or flex) with all the bells and whistles. https://www.pcmtec.com/professional-to-workshop-upgrade Full list of all the custom operating system features which can be enabled with workshop edition here.

Which parameter is missing? If it is a workshop parameter you require the workshop edition to enable it. The TPS override is a custom os feature and requires the workshop edition also.

These forums is a good place to start. You need to start threads with pointed questions for a very specific task showing what you have tried, your results, what you expected vs what you got and what you are stuck on. Your question above is far too general for anyone to offer any assistance. If you truly do want someone to help you with all of the tasks, eg proper paid tuning training then this is something that various companies can offer however there are a few requirements. Wideband, knock ears, fuel pressure monitoring equipment and a dyno. Do you have access to all of the above? If so I can set you up with someone who does paid training. If you are doing it as a DIY user in the backyard, you'll have to figure a lot of it out yourself by reading the forums and posting thread with as much information as possible showing what you have tried, datalogs etc. There are also online courses you can do that are not for our software, but to teach you the fundamentals of tuning itself. HPAcademy, efi101, calibrated success are all good options to start with.

This sounds like you are asking for someone to tune your car. Best to speak to a workshop https://www.pcmtec.com/workshops

Honestly it all sounds great and I think if you can put the time in it would work. I'd be happy to ask some tuners who might be willing to collect some data for you if you are serious. The only concern is this sounds like a year long PHD project. Do you actually have the time to do this? If you do we will do our best to support you as there are many other applications I can think of that might have a business case behind them if it can be done in a short time period.

You'd need to test it to confirm. It would not be safe to trim a cylinder unless you can test the results. It is unlikely all 4 in a bank are lean but rather 1 or 2 cyls only. You need individual egts or widebands to confirm.