Roland@pcmtec

In the interests of time have got you tried putting the tune back to stock as close as possible with just injector data, wastegate duty set to 0 etc, the bare minimum to run safe and correct lambda? If I get time I'll have a look at the tune. It's very odd indeed and something I've never heard of before. Edit: you say no flex. Could you datalog stoich and see if that is changing?

What does torque source say when this occurs? Can you post your tune file up? It could be stuck on torque truncation for some reason, and you may have set the torque "enleanment" value to 0.8 which is not uncommon for tuners to do for safety.

Define read fine? As in they are detecting knock? It is possible you don't have knock on all cylinders.

It would effectively disable the IPC checking on it. Eg if the TPS some how failed and went from 10 AD to 500 AD in 1 ms it would allow it. This would mean you have bypassed as safety feature preventing the throttle from opening at an implausibly fast speed. Think of it as a rate of change that a typical user would press the pedal, it is basically saying if the pedal has moved faster than a real person could have moved it according to the TPS AD curve then something has failed and FMEM should be triggered. Hence I would datalog the rate of change, compare it to the value and make sure that you only increase it by the minimum amount required.

auF12805 is what you would want to change from a guess. You could datalog the PIP counter and requested throttle change to see what the limit should be for your throttle map. Datalog only 3 or 4 things (eg PPS delta, rpm, pedal AD, torque source (for when FMEM kicks in) to ensure you are logging at high enough resolution to see this.

auF12805 is what you would want to change. You could datalog the PIP counter and throttle change to see what the limit should be for your throttle map.

You need to adjust the IPC tables which are designed to prevent run away throttle due to an intake manifold leak if you vastly change the throttle angles. Compare a supercharged v8 vs an NA v8/I6 to get some ideas of what Ford change in this area. I've never had a vehicle to actually test this on however what I would do is make the tables more restrictive to induce an FMEM/Limp mode in normal driving, that way you know you've found the correct map/table. Then increase it slightly in the area you need to get the throttle angle you want. The supercharged motors are good ones to look at as they have massive airflow at low rpm/throttle. Obviously be careful with this as its a safety feature. If you run a dodgy TB relocation kit with clamps post TB and the clamps come off, the IPC is what will kill injection to stop run away throttle. This will save your life so ensure any testing is done in a safe controlled environment.

Can you show a datalog? So you are saying it hits min spark clip and does not recover? I suspect this is simply because you are still experiencing traction loss. Datalog the torque source, rpm, vss, traction control request, final spark, load (nothing else so you get high resolution logging) and see if the -15 deg spark has removed enough torque to stop the wheel spin. You may need -30 and to run super rich (eg at the misfire limit) to actually stop the wheel spin. Unfortunately the ABS will likely want to see a wheel slip of 0% to stop the traction reduction request. A datalog showing this in high resolution wound be very interesting for everyone to see. Post a screen shot as well as the log do those of us on phones can see.

One way to find out. You need to set ETC traction control to disabled also. Unsure if there are any side effects of the torque source being traction control at WOT instead of driver demand. It may pull boost still.

Matt actually implemented this before he left. We have just never had the resources to QA it and ensure it doesn't reduce performance. Video of it here Skip to 2:08 Help us sell into the US to bring on more devs and we will get it into a build! I even did a POC back in 2016 which I never finished. The list is never ending and we have to say no to 95% of requests unfortunately.

Check the txt log files in the %appdata%/pcmtec folder. It reports the ZF cpu temperature on flashing. It will be substantially higher. I've never personally heard of someone bricking a ZF but try Whiteford tech of use pcmflash over Kline to attempt to recover it.

You getting any funny readings on ect, IAT, etc? What is the load?

Check your logs for the temperature. It needs to be below 85c from memory. When they got into a a brick mode they run 100% and take a long time to cool down. Try again in the morning. Our bench ZF would get hot enough to boil water if we left it bricked overnight. We ended up putting a hearsink on it during development. Normally they are cooled via the oil.

There is a specific scalar that basically says how long to hold rich after a specific load is hit. From memory it had a timer value and a threshold. It was seperate to exhaust/cat protection and was 20 seconds from memory. There was also another scalar that said what lambda to hold it at. Export all the scalars to excel using Utility -> View All Scalars -> Ctrl + A -> Ctrl + C then open excel and Ctrl + V, you can then filter on scalars that are around the 20 second mark and have units of S. Also do some searching on here, Mick Egan definitely posted about it (maybe it was on another forum or FB but he would know).

That is normal. It is an extension of exhaust/catalytic/turbo converter protection. There is a timer you can adjust to remove it. Most likely your injector scaling is off, it should be mid 0.7s or 0.8 from memory, but it is extremely rich. Mick Egan posted about it on here a while ago and we did an explanation, I'm not sure what the thread was called unfortunately. It is there for a good reason on stock cars however. A single WOT run up mt hotham with a trailer would destroy a brand new catalytic converter without it was what I was told (in a stock car).

I spoke to him and they have upgraded the dfi pump and its likely changed the mechanical properties of the actuator due to oil pressure or load somewhere else causing it to go out of bounds enough to go into fault mode. I'm not sure if he found the limits for the fault bounds to increase them and bandaid the issue.

Increase time. If the O2 is oscillating at the correct frequency with no DTCs though you can simply leave it alone. The correct frequency I believe is in the workshop manual, you could also google the patents or find some stock datalogs to see what it should be.

If you've got a big dump pipe make sure the O2 is not located too far away from the turbo. Otherwise you'll need the play with the transport delay. The wiggling is expected and normal. It should constantly oscillate rich lean at a fixed frequency. This is to ensure the catalytic converter works correctly and passes emissions.

Have you loaded the default layout file? They are in there

Absolutely you could do this. Keep in mind you will need a steady state dyno for it tQo be of use.

Are you seeing high duty cycle or high cam error just before this happens? If the cams go out of range you will get cam fault but it will clear so fast it won't log a DTC. Try "locking" the cams at some degree and see if it goes away, this is likely a mechanical issue. Do you have upgraded valve springs or any modifications to the head?

You are going to have to do some trial and error.

So your cams are locked and not moving?

Look at the IPC tables. There is a plausibility checker based on airflow vs throttle opening. Likely it is the throttle body change that is the root cause. Also there is no MAF sensor on these cars.

Is this a new issue or a specific car?