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Roland@pcmtec

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Everything posted by Roland@pcmtec

  1. Problem: You have 2 fuel pumps for your large power goal which causes high pressure fuel spikes at low load/idle due to over supply. Problem 2: You want to control a water meth injection system based off rpm / load however traditional window switches cannot easily access load/map pressure. Solution: Utilise our custom operating system IMRC/IMCC output re-configuration which allows the IMRC/IMCC output to be used as an external trigger based off an RPM window and a Load (MAP Pressure) setpoint. As the turbo vehicles do not use the IMRC runners this output driver exists on the PCM and the plug can be re-pinned to re-utilise this output. To enable this feature you require the workshop edition and a 5 credit "Standard Custom OS". This is an extra 2 credits on top of a standard license. First open the custom operating system wizard, select "Standard Custom OS" and press Next. You will then see a "Custom OS Options" page. Leave these options standard. Press "Check License and Proceed" which will then ask you to license the file, this will charge you an extra 2 credits (total of 5 for the vehicle). This will only be charged once. You will now see a second set of Custom OS options (these can be changed later by relaunching the custom os wizard). Select "IMCC Controlled via MAP pressure" from the IMCC Configuration dropdown. Press Next then "Finish" and the file will automatically save and re-open. Next navigate to "Minimum MAP reading to activate the IMCC" If you are staging a fuel pump, calculate the kPa that you wish the fuel pump to turn on at and enter this value. Remember that 101 kPa is atmospheric eg 1.0 load and 0 psi. In this example we have entered 150 kPa which is approximately 7 psi. If you were using the output for water meth injection you might enter a lower value of 101 kPa (eg 0 psi) Next Navigate to IMCC - Scalars The following settings will turn the IMCC on (eg it will output 5V) at 3000rpm, it will then remain on until the rpm drops below 2950 rpm (eg a 50 rpm deadband). The 8000 and 8050 rpm are set out of range. If you wanted to turn the output between 3000 RPM and 4000 RPM you could use the following values. Eg the IMCC will output 5v when the RPM hits 3000 RPM, then it will turn off at 4050 RPM. When the RPM is falling, the IMCC will output 5v at 4000 RPM, and then turn off again at 2950 RPM. Depending on your relay setup, you can invert the behaviour by swapping the RPM setpoints to make the output be inverted. This setup can also be used for nitrous injection with feedback to adjust fueling and spark. It could also be used with a low level/flow switch for your water meth injection to trigger a fail safe map where less spark timing is used if the water meth tank ran low. Wiring For wiring up the IMCC runner output you can repin the B03 pin on the PCM plug. This is as the IMCC was never installed on turbo vehicles so you can either harvest another unused pin or purchase one from here. If the pin is wired up already the loom wire colour should be light green, however always check this as it may not be true for all models. https://www.harnesstech.com.au/products/ford-ecu-connector-pins-small To read about some more advanced scenarios where this can be used see this guide.
  2. Problem: You have a car that is making 500rwkw and simply cannot get the power to the ground on the street and is even losing to cars with less power on the drag strip due to a peaky and uncontrollable torque curve. Solution: Utilise our boost by gear / boost by speed functionality to torque limit the vehicle in lower gears to allow the car to be as fast as possible. To enable this feature you require the workshop edition and a 5 credit "Standard Custom OS". This is an extra 2 credits on top of a standard license. First open the custom operating system wizard, select "Standard Custom OS" and press Next. You will then see a "Custom OS Options" page. Leave these options standard. Press "Check License and Proceed" which will then ask you to license the file, this will charge you an extra 2 credits (total of 5 for the vehicle). This will only be charged once. You will now see a second set of Custom OS options (these can be changed as many times as you like). Select the "Boost Configuration" dropdown menu and you will be presented with various options. Boost by Gear: For a street car we always recommend "Boost By Gear" for all applications. In the ZF 6 speed auto gears 4/5/6 all use the 4th gear row. This is as the gear calculation code is legacy from the BTR and does not set a gear higher than 4th gear. We have found that in almost all applications you will want full boost by 4th gear anyway, however if you do need to reduce boost 4th gear we recommend using boost by speed instead. In manual vehicles the gear is calculated for gears 1-6. Boost by Speed For a vehicle which is doing 300kph down the drag strip or has a 2/3 speed gear box the boost by speed options may be more appropriate. When choosing boost by speed you can choose a specific wheel or the average of all wheels. We recommend one of the front wheels for a RWD car. For an AWD car either pick "Boost by Speed" which will take the average of all 4 wheels, or pick the wheel with the most traction (usually a rear wheel). Press Next then "Finish" and the file will automatically save and re-open. Now navigate to the Wastegate Duty Cycle for Open Loop table and you will see gear (or speed) as the Y-Axis As you can see the factory values no longer make sense as we are no longer referencing IAT as the Y-Axis. The next step is to set all rows to be the same by copying the row from the most common IAT. Repeat this for the desired boost table as well. Or if you are running open loop boost you can ignore the desired boost table. Next depending on the power the vehicle is making and how much traction you are getting in the lower gears you can try something like this. In this example we have multiplied first gear by 0.25 so that you will be running approximately 25% of full boost in 1st gear. 50% of boost in second gear and 75% in 3rd gear. Once 4th gear hits you will be running full boost. The above setup will allow a vehicle with hard non sticky street tyres to now get traction in all 6 gears on the street. This will make for a faster and far more fun vehicle, not to mention safer for when your partner takes the vehicle for a drive. We recommend combining boost by gear with the MFT (Multi Flash Tune) and setting up the following tunes to maximise the potential of the vehicle. These tunes can be changed with the engine running at any time to allow you to quickly pick the correct profile for the weather/street conditions. Tune 1: Valet / 0% boost (for other family members) Tune 2: Low Boost (wet weather) Tune 3: Boost by Gear (street driving) Tune 4: High Boost (eg drag strip, burnout competitions etc) To achieve low/high boost with boost by gear enabled, simply set all rows to be equal. This will negate the gear/speed part of the calculation. Read more about the MFT here:
  3. Problem: You have large camshafts with locked VCT (or a 5.4 V8) and are having trouble tuning the low rpm/low load portions of the map due to the non linear airflow characteristics (due to reversion and overlap) with the standard linear speed density model. Solution: Utilise our custom operating system and the "Speed Density via MAP" speed density model. This replaces the speed density map (Inlet camshaft position vs RPM ) with MAP Pressure vs RPM like a traditional GM style VE model meaning you can now have a non linear airflow model. To enable this feature you require the workshop edition and a 5 credit "Standard Custom OS". This is an extra 2 credits on top of a standard license. First open the custom operating system wizard, select "Standard Custom OS" and press Next. You will then see a "Custom OS Options" page. Leave these items standard. Press "Check License and Proceed" which will then ask you to license the file, this will charge you an extra 2 credits (total of 5 for the vehicle). This will only be charged once. You will now see a second set of Custom OS options (these can be changed as many times as you like). Select "Speed Density via MAP Sensor" for the "Speed Density Configuration" Press Next then "Finish" and the file will automatically save and re-open. Now navigate to the slope of map table within the speed density section where you can see the Y-Axis is now MAP Pressure (kPag) The next step to work out the home position of the camshaft and find the row which is close as possible with the new locked cams. If we look at the standard VCT configuration and assume the -10 row is the closest to where the new cams are installed we will copy this row to the entire map. You can see the first row (-10 VCT inlet cam angle) has been copied to the entire map. The speed density model will now operate as if the VCT system has been locked at the -10 position. If the airflow model was completely linear with no oscillations, overlap or reversion, eg we were still using the standard camshafts locked at -10 we would find that the AFR should now be perfect and flat across the entire rev range with the above table and no changes required. As large camshafts have overlap and reversion at low rpm/load you will now find that the airflow model is no longer linear and you will be likely running rich at low rpm and map pressures. You can now simply tune this map like you would any traditional GM VE model vehicle. Eg to make it leaner at low rpm/load. Simply increase the speed density slope values at the cells you require. Remember that 101 kPa is approximate 1.0 load and anything above is boost. This tuning style ONLY works with locked VCT or not VCT (eg 5.4 V8). If you try and use this model with VCT you will likely find yourself chasing your tail, especially if the VCT fails or operates differently in different conditions (eg when cold the VCT does not operate the same). This is because for a given MAP pressure your VCT position is not constant, therefore your model will be wrong and you must use the standard model which has a different row per VCT camshaft angle. Lots of our customers have had a lot of success with this tuning model on large camshaft vehicles and we highly recommend it for large cammed cars which have rich/lean issues at low load/rpm.
  4. Problem: You are now spinning your motor to 8000rpm with large camshafts and you cannot accurately dial in the speed density at low rpm due to a lack of columns. Problem 2: You are running a 4 port boost controller with boost levels varying between 4 psi and 40psi. You can no longer optimise spark for all boost levels due to a lack of rows. Solution: Utilise our custom operating system and the "Increase Resolution" functions for either/or both the speed density and spark tables which increase the table sizes to what you would commonly see in aftermarket computers. To enable this feature you require the workshop edition and a 5 credit "Standard Custom OS". This is an extra 2 credits on top of a standard license. First open the custom operating system wizard, select "Standard Custom OS" and press Next. You will then see a "Custom OS Options" page. You can select "Increase Speed Density Table Sizes" which will increase the BA (14x6) or BF (18 x 6) speed density table size to 23x10 rows x columns (this is the same as the factory FG size). You can select "Increase Speed Spark Table Sizes" which will increase the BA (11x9) or BF/FG (14 x 12) spark table size to 19x17 rows x columns. Press "Check License and Proceed" which will then ask you to license the file, this will charge you an extra 2 credits (total of 5 for the vehicle). This will only be charged once. You will now see a second set of Custom OS options (these can be changed as many times as you like). Leave these option stock. Press Next then "Finish" and the file will automatically save and re-open. Now navigate to the borderline knock or MBT within the navigator and you will see your newly sized spark tables. Speed Density: Spark: We recommend using the interpolate/smooth functions to extend the spark values to the new rpm/load limits. You may also find our re-interpolate axis wizard useful for this task. If you have large camshafts with locked VCT you may also find our custom VE style speed density patch coupled with the resized tables makes it much easier to tune the vehicle. See this guide here for more details:
  5. This has actually been available for a few years but we are finally writing up proper documentation for all of the guides so that all the features are documented and can be found in one place. There will be a master guide listing all the custom os features and their corresponding setup guide later today.
  6. Problem: Running more than 2.5 bar of boost requires upgrading the boost and TMAP sensor which is expensive and can often cause drivability issues due to the decreased resolution of the new TMAP sensor. Solution: Utilise our custom operating system and the "TMAP Configuration" feature which allows you to use a 4 bar boost sensor (or larger) with the standard 2.5 bar TMAP sensor. This adds logic to switch the speed density calculation over from using the TMAP sensor to the Boost sensor for it's calculation above a voltage set point. At high boost levels the air velocity is high enough there is no perceivable signal lag between the two sensors. This means you can retain the standard TMAP (cheaper and simpler) with it's factory resolution but still have full closed loop boost control at high boost levels with the standard fuelling model. To enable this feature you require the workshop edition and a 5 credit "Standard Custom OS". This is an extra 2 credits on top of a standard license. First open the custom operating system wizard, select "Standard Custom OS" and press Next. You will then see a "Custom OS Options" page, leave these values as the standard values. Press "Check License and Proceed" which will then ask you to license the file, this will charge you an extra 2 credits (totally 5 for the vehicle). This will only be charged once. You will now see a second set of Custom OS options (these can be changed as many times as you like). Select "TMAP switch to Boost sensor after TMAP_Volts" from the "TMAP Configuration" drop down menu. Press Next then "Finish" and the file will automatically save and re-open. Now navigate to "Custom Operating System Configuration" within the navigator and locate "Voltage to switch from using the TMAP sensor to the boost sensor". Now enter a value of 2.5v into auF100000. 2.1v is roughly 150kpa or 4psi of boost. If you leave the standard value of 15v this will effectively disable the switchover logic. This means the sensor used in the speed density calculation will switch over at 4psi. You MUST have your boost sensor slope/offset set up correctly for the transition to be smooth. If you are unsure if this is case log both boost pressure and MAP pressure and ensure the values are equal at this boost pressure. If they are not either rescale your boost sensor or increase the voltage to where the two sensors become equal. Ensure you have adjusted your TMAP max volts to above 5.0 V (TMAP sensor will peg at about 250 KPa but Bosch sensors are rated to work in an environment up to at least 5 bar). Change these settings (Speed Density -> Scalars): We also changed the "Boost Sensor Volts Max Value" to stop it causing a failure mode on overboost. You could set it to the voltage reading to a point slightly above the maximum boost you want to run to put in a safety margin in case of a hardware failure (like a wastegate jammed shut). If you purchase a 4 bar boost sensor from Independent Motorsport they can provide you with a PCMTEC parameter file with the slope and offset required. https://www.independentmotorsports.com.au/bosch-map-sensor-4.0-bar-0-261-230-046-ford-xr6-bo
  7. A few things before you start, how will you calibrate your wideband to ensure it is accurate? Bad data is worse than no data and almost all aftermarket widebands give data that is wrong or become wrong very very quickly due to being damaged by being incorrectly heated/condensation. Ground voltage offsets are a big problem as well. How will you differentiate speed density errors from injector scaling errors when the car is not 100% stock? I bet your exhaust and intake is not stock hence back pressure will be different and you will have some kind of speed density change. You can end up with a chicken and egg problem here. How will you control variables such as ambient temp, coolant temp and humidity? Assuming you can solve the problems above how will you determine how much data is enough data? Do you plan to trial several injector sets to test the theory? I like the idea and we wanted to do something similar however it seemed impractical due to all the uncontrollable variables and the fact most cars are now heavily modified often with mechanical issues (eg fuel pressure not being regulated correctly) Ford use something like 1000 iterations with 24 sets of the same injectors run over 48 hours to calibrate the stock ones and they still end up with 3% trims. Im very curious to see how you go. If it works I'd love to implement it into the datalogger/editor.
  8. What is strange is the actual camshaft position itself seems to be moving in the log. It is possible that when the VCT is disabled it simply mirrors the commanded cam position which would make more sense. If the cam is properly locked then I would make sure the VCT is disabled in software in your tune, then follow the "Locked VCT" part of the procedure in the guide above. Locked VCT is MUCH easier to tune if you use our Custom OS feature so you can hopefully get the tune sorted out fairly quickly.
  9. Have a read of this guide as well https://forum.pcmtec.com/topic/239-howto-tuning-cams/
  10. What are the camshaft specs? You have a huge camshaft error indicating the camshaft + valve springs are too much for the actuator oil pressure to overcome and VCT system is failing. Has the VCT system been locked out correctly? The actual measured cam angle itself is still moving according to the logs. The log doesn't have any wideband data so it is not possible to see where it is going lean. I would suspect it is due to the the speed density not being properly recalibrated for the different camshafts. Tuning camshafts is very time consuming to get right, if you have VCT it becomes much more difficult to get right. You need to recalibrate both the speed density map slope and speed density map offset tables to get the fueling right.
  11. It is completely non configurable. We have written custom code for the functions above which can be enabled with our custom os. Everything else is set in stone. The computer is not designed to be reconfigured like an aftermarket computer, it's compiled code that needs to be reverse engineered and manually patched to edit it. Could what you are saying be done? Yes but it needs to be done for 160 operating systems which is a huge job so there would need to be a business case to do it. The custom os features we have added to date have taken hundred of thousands in R&D.
  12. Not possible, requires KLine which the tactrix doesn't support.
  13. The hardware as far as I know is the same but the operating system may not be. You might be able to just change the calibration, if the operating system needs changing you'd need to send it to Custom Machine Works or BPR to have it changed (requires a special cable that uses KLine)
  14. They configurable IO that we have in the custom os is the following Rear O2 for flex / map switching (boost sensor in the ba as the ba has no rear o2) Imrc output (used as a window such with load) We extend the functionality of the clutch switch to allow for flat shifting but the IO is not configurable really. There is other IO that you might be able to repupose such as the canister purge (pwm on a timer) and the Ac pressure input (triggers an idle up event) You could also hijack the oil pressure sensor to trigger a limp mode by simulating a very high oil temp. That is about it.
  15. Recommend an i5 with 16gb of ram and an SSD hard drive. The Dell factory outlet has some great deals https://www.dell.com/en-au/outlet Remember that your laptop is one of the most important tools as a mechanic/tuner. You don't buy your ratchets from the bargain bin at kmart so make sure you spend money for a quality laptop.
  16. Fuel smoke should be black. Could it be bits of the cat breaking off and combusting? Doesn't look good either way.
  17. That is because intake cam angle doesn't really make any difference. It is the overlap that matters. What is stopping you putting numbers in and testing it out?
  18. Can you post it here. We don't offer tuning advice as part of tech support.
  19. Post the tune up showing before and after.
  20. That is because there is no answer for the question you are asking. It depends how lumpy you want it and also the misfire limit with your injectors and spark plugs. Anywhere from. 28 to 34 deg of overlap is what people typically run and what was put in the howto guide. You need experiment and take videos then ask for help, eg this is what I have tried, here is a datalog and here is the problem I am experiencing. Help other people help you.
  21. What do you mean "after a tune"? Did you tune it or did a workshop? If it was a workshop can you contact them.
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