Roland@pcmtec

Ok "knock sensor spark adder" is actually a maximum limit the knock control can add back to the spark timing. Where as spark adder average for all cylinders is how much spark is being pulled due to knock. Knowing this I would log "spark adder average for all cylinders" only as the other one is not really useful to monitor. Looking at your logs you are getting -3 degrees of knock retard which is too much. If you log Knock Adder Cyl1 Knock Adder Cyl2 ... Knock Adder Cyl6 You can see which cylinder is knocking. If this is a BF/FG with 2 knock sensors this should be reasonably accurate. You can tell if you have a blocked injector etc fairly easily this way.

If you need to do it in the future there are some other methods here

Can you share a log file?

There is no such thing as a stock VID block. All stock files have empty VID blocks as this is dependent on how the car was delivered. If you don't have a stock read of a vehicle with the correct VID block information this is unrecoverable and you will have to figure it out by comparing to similar vehicles.

Why on earth was auF2543 enabled? I've never seen any stock strategies with this turned on.

It is on the list for one day, however we don't get many requests for it so the priority is quite low. Unlikely to happen before mid next year.

They are not the tear tags. The tear tag is A8RG or use the strategy like HACCKGA. The TCM will download automatically if we know about it. If the TCM is different then use "Create Stock File From Existing File" It is possible that we truly don't have the stock TCM file, however we have the majority of them.

Eg your normal rev limit is: auF0144 RPM Limit The rpm limit is then extended by the value found in auF11698 for 1 second. Then if it continues to climb for any reason to the value in auF0133 (the hard cut) it will cut all injectors. auF0133 Enable fuel cut to limit RPM after this RPM point. Eg for 1 second the rpm limit will be 6150. After 1 second the rpm limit will drop to 6000. Eg it will bounce between 6000/6150 and 6250 using PID injector control. Eg cutting 1 injector, 2 injectors... all the way up to 6 injectors. If at any time it gets to 6250 the PID controller is disabled and it instantly cuts all 6 injectors. When in launch control it switches out 6000/6150 (auF0144 + auF11698) with the value found in auF2035 Fuel cut RPM for launch So the range the PID controller will operate in is 6000-6150 -> 6250 so you can change this to change the amount it can bounce. To change the rate at it which it bounces you need to change the Proportional gain for the rev limiter. auF1689 Proportional gain for powertrain protection over n I have not tested this but I would assume larger numbers will make it bounce faster, lower numbers will bounce slower. There is also an integral gain, you wouldn't normally need to touch this. If your torque/spark/speed density tables are up the creek then this will will affect the error term and hence how fast it bounces as well. Eg any large step changes in spark or airmass will make it cut too much or too little injector and the rpm will not be consistently controlled. So to answer your question. There is a lot of things that will change the rate it bounces and far it bounces.

It should be a requirement to measure fuel pressure on every car you tune before you touch anything else. Very common failure point with new installs and the return line popping off etc, or the return being too small and the pressure spiking at idle/decel. Sometimes customers use the stock wiring which burns out etc. You need to verify this. Easy to test as well by putting stupid numbers in the injector high slope, half the value and it should go pig rich. If it doesn't then you've got fuel issues. With the cam angle log the cam angle error instead as this will tell you if its doing funny business. It shouldn't be more than a few degrees error. Also make sure you aren't running into valve float.

Does it go all the way to 1.6? If it is measuring load properly then you would have an injector scaling/mechanical issue. Have you measured your fuel pressure and cam angle error? Yes if the operating system is different you would have to relicense the file, but if the load is not pegging there would be no reason to do this.

If load pegs at 1.02 then that is your problem, with boost you should be seeing 1.6 load easily, this means your airflow calculation is pegging at atmospheric pressure hence the lean out. Some of the NA operating systems do not measure boost properly. You can copy heaps of stuff over to make them work but it is easier to start with an original turbo strategy in the first place.

Can you give us some more information other than "not working" to figure out why? Is there an error?

If you aren't the actual tuner yourself then there is nothing you can change. It sounds like the rev limit hard and soft limits are set too far apart but would be impossible to confirm without seeing the tune file.

There is no "stock" VID block. The standard settings are entirely blank in the stock files as this is dependent on how the car was optioned. When you do "Create and merge" it will merge in your VID block into the stock file. So in this case it sounds like the file you read our of the vehicle had been set up incorrectly.

If you datalog the load is it pegging at 1.05? This is a common problem. You can fix it by changing to a turbo operating system or playing with the settings discussed here. https://forum.pcmtec.com/topic/269-air-load-capping-at-105-in-na-turbosupercharger Also check you aren't overboosting on gear changes (would further peg the load explaining your lean), this is also common if you don't adjust the spark delta wastegate adder.

I'm not aware of that being the case. The knock adder array negative values mean it is subtracting timing, eg there is real knock, positive means it is adding timing (though from factory they don't). This is the same as SCT/HPT. If you log the actual timing value, then that is the real final commanded timing value.

No

FG and BF are very different, it would go straight into limp mode.

I doubt it. You'll need the original sensors. You could try comparing the ABS asbuilt data in forscan between an FG and BA to see if its configurable, but it is unlikely. You'll always get an ABS fault when on the dyno as well.

Old post but I believe it is to do with the transient airflow calculation. Because the airflow rate of change is so fast it guesses or anticipates what the airflow will be in the next half second. This also enables some other magic that Ford use. Without spending a few hours on it I couldn't give you a better answer other than I believe needed for turbos or anything that can have very large changes in airflow in a short period of time. If you disable it then there must be other settings that limit the airflow but I never dug far enough to find them.

After speaking to some people this was absolutely the case, very limited budget. The F6 stuff was done by different calibrators and there was a bit of competition with Ford which is why it is apparently so good. This is all second hand info though, and I'm not a tuner so I can't really judge the tune like some can though.

You'll need to include a lot more information than that to get any help. You'll also need to explain what you have tried, what worked, what did not work etc. Include datalogs showing what issues you are running into etc.

Cheaper than an xcal or ngauge. Plus you can change the tune with the engine running instead of waiting 5 minutes. Different boost levels, launch control and all sorts are possible. There is no other product that can do this.

Cool video of the ghost cam and multi tune selection

Without torque limiting enabled a box will destroy itself in no time. It is absolutely required. The adaptive reset is done whenever a flash is done (unless you untick the box) so it is normal procedure to do so. The impact it has is fairly variable based on the tune and state of the box hence the highly variable reports you get (eg it does nothing vs it bangs and clunks).