Roland@pcmtec

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.

You need to change the one in the VID block as well. This assumes that the VID block is enabled, if it is disabled you need to change the ratio under VID Block Calibration Overrides. If you use the navigator search it is quite easy to find the others.

Timestamp will come from the server not your machine. Your machine will then translate it back to local time, so if it's wrong it is usually your time locale or actual clock is wrong.

?

Have a read of these two guides.

Yes this is the one.

Always log torque source. It is the most important thing to log. Also log map pressure you could have an intake pipe sucking shut.

Sprint is complicated as it has overboost and boost by gear from factory. You are best off disabling all of the temporary overboost multiplier tables and boost by gear tables then enabling our custom os boost by gear tables. The factory ones work off timers and will only run for a few seconds.

These two will force a car into open loop as well. set auF2543 FUEL OVRD SWITCH to 1 make sure auF1545 FUEL OLCL SWITCH is set at 1

Yeah so as he says WinOLS is really beyond 95% (or more) of tuners. Generating definitions from scratch is extremely time consuming. For example there are 165 operating systems from 2002 to 2016 in the Ford Falcon. Each of these has to be defined separately. We have written our own decompiler that pattern matches several calibration that we have defined by hand against all of the others, this makes the process much faster, but you still have to write the decompiler. There is probably 2 years full time work that went into just that one part of the software. Basically this job gets harder each year as PCMs get more complex, different security (and checksums) and they add more and more advanced algorithms and tables. The current 2018 Mustang for example has over 33,000 scalars and tables. This is a compilation of 100s of engineers work over 20+ years. It is not really possible for one (or even several) people to reverse engineer and understand all of this. Sure you can reverse engineer and define the tables, but how they all interact and work is incredibly complex. Even calibrators who work for large OEMs who have access to source code and calibration guides struggle to understand how a lot of it works at times. This is simply because of the vast amount of code that needs to be understood. Often you'll have a full team of engineers, each working on calibrating only one part of the PCM, they often don't understand what the other ones are doing as they don't have the time to learn everything.

It is likely going straight to the base fuel map and not using the cold start map. You could try increasing the temperature that the cold start map is used at.