Roland@pcmtec

Put the torque table back to stock and see what happens.

Here are some early screenshots showing the Datalogger version 2. This has map tracing, histograms/scatterplot and a new revamped UI. Here is an example showing a line trace over a spark multiplier map with a histogram showing min/max/avg spark values below. You can instantly create the histogram with axis pulled from a table by simply highlighting a section of the log and clicking add map trace. Here is a screenshot of the new UI which will show min/max/avg on the left hand side of the selected area. There is also a new scroll bar which shows the rpm trace making it easy to find you WOT run after a dyno trace. There will be more updates to come but this should be available around Christmas time. Thanks to @Matt for working very hard on this recently. When it is complete and ready for public testing we will put a video up.

Is this a conversion car? Or a factory vehicle? If it is a factory vehicle put the stock tune back in it and see if it goes away. This will tell you if it's tune related or hardware. If it's a conversion car it is likely one of the many possible limp modes kicking in. I also suggest doing a DTC read with Forscan.

Sent you a PM

It will be a 2 part course, one for engine tuning one for ZF tuning. It will be produced in a document form that you can view within the editor (still working out the details) and eventually there will be an in person course run that can be attended in VIC. It will be run by Dave Symons at DSR Performance. Initially the in person training it will be offered to workshops however they will most likely offer it to DIY once the first. The documentation will most likely be something you can purchase or comes included depending on the package, we are still working out the details. The training material is designed to get a basic ~250-300rwkw car tuned including everything you need to do including mechanical diagnosis etc. It will be suited for mechanics that are relatively new to tuning or are experienced tuners that have never tuned the Ford/Barra engines with our software before. Goal is to have the training material ready early next year in document form.

It is a very complicated process. We have someone working on training material for ZF tuning at the moment which will eventually be a paid course. If you are interested in doing some paid training we can put you in contact with them.

Make sure you are logged in. They link only works if you are logged into your paid account.

Fairly sure it does but you could do it other ways by modifying the MBT timing at idle for example. Experiment, I'm sure there are many ways you could do it.

Try it the same way via a spark oscillation.

Set a valid vin

Why are you using recovery mode? Use partial write which is ~30 seconds on a BA.

You can change the tune when the engine is running via the cruise control buttons when that scalar is set to 1

Can you datalog the narrowband, sounds like it is faulty. To disable closed loop O2 follow this guide:

Do you trust your wideband? What does the narrowband mv say when you datalog it? You can get a pretty good estimate of AFR from the mv reading. 850-900mv would be very rich for example.

Can you datalog wrmego. If it is set to 1 it is considered "warm" and will start trimming. There are a few other conditions that can enable it other than auF0162 but these should not kick in until at least 255 seconds has elapsed.

Sensor is probably further away from the stock position I'm guessing so it is taking longer to heat up. I would simply increase the closed loop delay when cold until the problem goes away.

Is the sensor dead? Is your injector trims within 3% when warm at cruise and idle? Do you have a large dump pipe? Assuming the sensor isn't dead and you have an aftermarket dump pipe this is not uncommon. A simple work around is to increase the closed loop delay when cold to 2 minutes. This assumes your injector scalars are within a few percent when warm, injector scaling that is up the creek will do things like this as well.

Something of interest is E85 flames are much more blue/transparent than 98. Backfires are also different sounding and generally quieter on e85 as well. Mainly due to the flame speed and the fact alcohol burns very cleanly.

Apparently they should just work without changes, but to do it correctly you should change the dwell. It sounds like an issue with the loom is more likely?

If you post in this thread you will likely get some more comments. If you have a read of my comments "Beware that if you command too much overlap you will foul your plugs and the car will misfire until they clean up. 35 degrees is quite a lot and I would only recommend this as gimmick not in a daily driven car." the conclusion would be that 40 is way too much and will likely start misfiring. This assumes that you are actually hitting the cell exactly, if you datalog you may find you aren't actually running 40 degrees but rather 20 due to being at a higher load/tps than the cell you have commanded it in. There are also sample files here which might be of interest.

It isn't that they aren't mapped rather it is they do not exist at all. They were new features added by Ford. It would be a huge job to try and add new code to the old calibrations, so it is not something that will ever happen unfortunately.

The spark and torque tables are probably not correct for the NA + T which has different compression.

Looking at your log it appears the file you are comparing against was last saved in version 0.41 which is VERY old. I highly suspect saving this file again will resolve the issue.

Can you send the two files you are using to do the compare to support@pcmtec.com and also do help -> upload logs. After that can you open each file, save it, close it and then try the compare again? make sure you keep the old files. I'll send you a link to 1.23 as a backup if that does not work.

Saving and opening the log again would fix it. So would closing and opening the datalogger.