Roland@pcmtec

You are posting on the wrong forum. Ask Forscan. We are not affiliated with them.

Turn off LTFT when the ghost cams are enabled, this requires that your fuel injectors are dialed in within 5% with the ghost cam is disabled. Then make sure you lean it out at idle via the overlap SD adder so that it isn't pig rich. Finally I recommend setting up the camshaft timing rpm breakpoints so that at 500-600 you run -30 overlap (a reverse ghost cam). This will make the rpm kick back up if it starts to stall.

In the BF it should effectively be. In the FGs there is a bit more logic going on that may cause it to still kick in. Check out this discussion for more information

Nothing stopping doing that. Use the rescale wizard

9v is way too low. Anything less than 11v will reset the ECU. You likely have a dead battery. You can reconfigure the voltage look up table to use the e85 tables at 0v and 98 at 0.02 as a fail safe if you want.

It's the bleed valve that is open /closed and indirectly the waste gate. 1.0 is 100% duty and hence maximum bypass or keeping the wastegate as closed as possible.

Nice work @Puffwagon that should get a lot of people heading in the right direction.

Version 1.23 is now out of Beta and can be downloaded from the website. This is primarily a maintenance release including 250+ bug fixes and also includes a number of new datalogging features/improvements. https://www.pcmtec.com/downloads Features: Editor Zoom level (via ctrl + mouse wheel) is now remembered on tables. Right click "Reset zoom state" for the default zoom level. "All Items" has been added back to the history/compare view. This combines PCM and TCM items Data logging Add priority messages menu option Allow user editing unit names for DLP and scalar names for PCM/TCM items. Improved detection of vehicles with corrupted/blank VIN and OSID. Bug Fixes: Editor TCM Recovery mode read (without PCM) would not allow saving now fixed. Issue reading TCM when PCM VIN was corrupted and the OSID was also corrupted. Compare would show ID and not name in some circumstances. Fixes to some allow certain Custom OS scalars to be added to flex/multi tune. Issue with Custom OS Wizard after pressing back/forward multiple time meant the wizard must be exited. Data logging Fix crash during loading layouts with invalid chart slots Fix crash when using parameter not available in current user level Remove spike during recording / playback when changing units Fix crash when zooming Fix parent tickboxes in scalar channel selection tree Fix crash connecting to DLP Fix right click chart replace clearing scalar list Make decimal places in legend match scalar list Keep current selections after changing priority or deleting scalar Fix zoom operations between scalar axis and time axis Fix cursor movements during log playback and large steps in data Fix ID naming in scalar list and chart Fixes for bulk change units operation Loading TCO layout file doesn't adjust min/max ranges DLP range from either lookup table, or range adjust window Fix up log search and recent log list Fix up freeze issues Fix multiple auto saves Remove lags with ticking/unticking items with saved files Fix unit conversion issues Fix pause / resume / clear operations A large number of other bug fixes that occur in very specific scenarios (100+) Future Releases: The Datalogger has a large number of features being developed. Including map tracing, histograms, improvements to charge layouts, alarm banners. Mustang datalogging will be coming soon. Future releases will also include a large update for Mustang and US F150 Support. We will be adding 2.3, 3.5 Ecoboost and 5.0 alpha support across the entire US/AUS/EUR Mustang and F150 range in the coming months. The editor will continue to receive new features as well such as 3D charts and other optimisations. We also have an employee working on a Custom OS for the Mustang/F150 platform which will include our multi map support. This will be coming hopefully around Christmas/New Year in it's first beta iteration.

Danny Pirotta at Pirotta Performance is doing remote tuning/injector scaling for a fee. Send him a message and he can organise a time to remote in and dial the injectors in for you. He charges on a per car basis. He also does remote diagnostics and base tunes as well. https://www.facebook.com/pirottaperformance/

Sounds like moisture in the coil cover or the coil drivers. Could be wiring as well if the engine has ever been out and you've accidentally crushed some cables.

https://forum.pcmtec.com/topic/105-common-strategies-and-catchcodes/

Auto cal has different dashpot and idle air tables to overcome the torque converter friction. As Darryl said a manual cal will work better assuming your clutch switch etc has been wired up correctly.

Sounds like PATS is still enabled. If you have the workshop edition you can use calibration tools -> populate unlicensed file to view the files without licensing. If you only have professional you can enter the catch code/tear tag into the stock file wizard to compare/view the stock files. If you have enthusiast your only option is to license both files. You can always upgrade from enthusiast -> pro -> workshop for the difference in cost via the website as well.

Guide on how to disable it here https://forum.pcmtec.com/topic/12-howto-stall-up-your-automatic/

Unsure of the answer however either way I would not recommend simply swapping the tune without putting it on a dyno. The sprint runs very rich (to protect the cat) and imo has too much timing. The F6 tune is imo a better base if you put it on a dyno.

Check the two camshaft errors. You might have a failing VCT actuator causing it to go into fault mode.

Can you log the cam_source variable.

Sounds like the camshaft enable/disable setpoints are not being set. Can you confirm they are both (auF1079 auF1079 ) set to -1000 ?

Great information.

Try an MS Can ELM327 cable, a lot of those modules are not on the high speed bus.

Be worth pinging Forscan devs on this one see if its something in the works.

UPDATE: As built data is being collected here, thanks to Mick for starting the group, great to see everyone contributing as it helps us all out. https://www.facebook.com/groups/australianforscanusersgroup Original Post: It is becoming increasingly common for customers to convert NA Falcons to Turbo. When the entire drive train and all modules are swapped this is relatively easy, the problem occurs when customers add a turbo to an NA engine swapping the PCM only, leaving the NA ABS module. Previously the advice was to source a turbo ABS module from the same vehicle, or attempt to reprogram it with Ford IDS which is fairly tricky. Recently there have been updates to Forscan which allow editing the ABS module as built data. As such you can change a non turbo ABS module to a turbo ABS module. One customer has recently tested this on a Mk1 NA FG automatic ZF 6 speed which had a turbo PCM, TCM installed but the NA ABS module was left in the car. To reprogram the ABS module we installed Forscan with an extended functionality license (Very cheap and a great product!) and saved the NA ABS module as built data as a backup. The customer then connected to a Mk1 FG Turbo ZF 6 speed and downloaded the as built data. The turbo as built data was then uploaded to the NA conversion vehicle and voila, no more ABS fault. Please be aware if this is done wrong you may be left with a non functional ABS system. Process we followed is below: Download Forscan here: https://forscan.org/download.html Then connect to the vehicle. Select Configuration and Programming and select the ABS module. Now "Save All" the as-built data. Follow the same steps on the turbo vehicle. Now "Load All" and "Write All" the as built file from the turbo vehicle on the converted NA vehicle and restore the data. If you have any issues you can always restore your backup. If you have a manual BF or an auto Mk1 FG you can use the supplied files below AT YOUR OWN RISK. Now please ensure you test these changes in a safe environment on an engine dyno if possible. Also test your ABS still functions correctly afterwards in a safe environment. There is no guarantees with this process however it appears to work on the FG Mk1 Series of vehicles which has been tested. As built data can be downloaded below: FG Mk1 ZF6 Turbo as built FG-Mk1-XR6T-ZF6_Turbo_ABS.abt FG Mk1 ZF6 NA as built FG-Mk1-NA-ZF6_ABS.abt BF Mk2 6 Speed Manual Turbo as built BF 6 Speed Manual ABS.abt Anyone who has the following and can please read and upload your as built files from your ABS modules it would be muchly appreciated. Please note the model (eg ute, sedan, g6 etc). This will greatly assist others if you can share this information. BA Manual BA Auto Turbo BF Auto Turbo FG Mk1 Manual Turbo FG Mk2 Manual Turbo FG Mk2 Auto Turbo

Take it to an auto electrician or buy a workshop manual with electrical drawings.

Clutch and reverse switches need to be wired in, also need the diff and gear ratios to be set up to reflect what is in the car. You can datalog all of these values. If you don't see the clutch input and reverse input toggling, then you know where your problem is.

Yeah the idle spark will take the minimum of that table or MBT. This is a good way to lower the spark idle without modifying the MBT table.