Roland@pcmtec

Which version are you using? Use 1.22 beta if you aren't already. Can you try connecting to the vehicle first then loading the layout and see if that helps? There are some known bugs we are working on here. Datalogger is still very much in a beta phase. Edit: that file is empty so something definitely went wrong with saving it. Are you able to upload your logs via the help menu and then send us an email with the approximate time/date you saved the layout?

This is one downside of analog inputs. The measured voltage will be a differential between ground and the input pin. It is worth measuring with a multi meter between the ground on the DLP cable and the ground of the chassis. If you see a voltage offset you could simply factor this into your equation if this makes your wiring easier. Remember it may vary with battery voltage though. We are looking to add serial/usb support for widebands (no ground offset error) in the future if we get enough requests for it and someone is willing to loan us cables. We already have an Innovate LC1 and MTX (I think) which we will add support for first.

Wrote up the connection guide here for anyone who missed it.

Great. How are you finding the equation editor, does it let you set up the correct scaling easily?

For testing. It allows us to simulate a 0-5v sensor.

To log up to 8 analog inputs (or 16 with a different cable) you can use the following analog input cable from DigiKey. It is approximately $45 + delivery. Free delivery if you spend over $60. https://www.digikey.com.au/product-detail/en/DLP-IO8-G/813-1010-ND/1894342/?itemSeq=286026595 The driver is already included in the PCMTEC Editor installer so no extra software is needed. They do have a package on their website to test the cable separately to our software if you want which can be downloaded here. https://www.dlpdesign.com/usb/io8.shtml To wire up your DLP cable you can read the data sheet here or follow our test pictures below. http://www.dlpdesign.com/usb/dlp-io8-ds-v17.pdf Wiring If you have 1 wideband, simply wire the ground to the ground pin, wire the postive input to pin 1, next loop the rest of the input pins (2,3,4,5,6,7,8) to ground to stop the signals floating. You don't have to do this, but the inputs will likely read 5v if you don't. If you have 2 widebands, simply do the same and wire the second sensor to pin 2 and remove the ground loop from pin 2. Here we have looped the ground pins on input 5-6-7-8-GND to stop the signals floating. Ensure drivers are correctly installed. If not then use the direct link: http://www.dlpdesign.com/cdm21228certified.zip Show look like this inside Device Manager: In PCMTEC press the DLP button in the datalogging screen to connect to the cable. Next select which of the 8 analog inputs you would like to log here: To To change the description/units press F2 to enter Edit mode, then click in the Units field and type the new Units Note: Unit Edit - Version 2.0 onwards only To modify the voltage lookup table right click and pick "Equation" You can enter in a new voltage lookup table here to suit your wideband etc. 5v = 5120 and 1v = 1024. Eg 1024 * voltage = A/D count If you have data from your wideband documentation that for example specified 1.2 lambda at 4.5v and 0.55 lambda at 1v you would enter the data as follows: 1v *1024 = 1024 A/D 4.5v * 1024 = 4608 A/D So your table will be: 0, 0.55 1024; 0.55 4608; 1.2 5120; 1.2 ..repeat 5120; 1.2 This will clamp your lambda reading between 0.55 and 1.2 lambda. Display Range To adjust the display range, right click on the scalar and Adjust Range (or right click on the chart scales) You can then see the adjusted range in the chart

Here is one with 2 potentiometers wired up to simulate 0-5v As you can see we have looped the ground pins on 5-6-7-8-GND Then wired the inputs to pin 1,2 and duplicated them to pin 3 and 4 There is 5v supplied at the 5v pin which you can use if needed, not sure what the supply current is but I imagine not much. So if you have a wideband loop pins 5-6-7-8-GND, wire the ground signal to GND, then wire the input signal to pin 1. If you have a second wideband wire the ground to GND and the input to pin 2.

Ok sounds like you might have legitimate requirement to change the dashpot settings then with the different compression ratio and the different intake. I would put aside an afternoon to modify each table and take notes of the behaviour. The tests I would do are something like this. Only change one table at a time and make large 20-50% changes so the change is very obvious. Then from this data you should be able to figure out which tables to change to get the desired behaviour. You'll never get it right willy nilly changing things (or as I call it, shotgun debugging). Test it scientifically, and you'll only need to do it once.

Has anyone here used the DLP8 analog input logging? Looking for some feedback and if you are having any issues.

If you datalog vehicle speed is the speed correct? Below 5-8mph it uses a different dashpot setting. Set this to 500mph to see if it gets worse or not, this will tell you if you can hack up the dashpot clip table to fix it. If you have combined various strategies I would get a completely stock strategy with injector data and see if it still occurs. It sounds like the wrong cal is in the car for the engine/intake combination you have. If you have an FG turbo motor, use an FG turbo calibration. If it truely have changed the engine enough to need to modify the dashpot settings (you almost never have to unless you have rebuilt the motor/have cams/lightweight flywheel etc) then start making large changes to 1 table at a time, eg add 50% to the entire table, note if it gets better or worse. Keep an excel spreadsheet of the changes you made and the results you got to each table on their own. Test at idle, and at 60kph clutching in keeping notes. I would expect it to take a solid hour or two to test all the dashpot tables and keep notes of the results.

I'm not sure if it uses a pulse width measurement or a frequency counter. So you'd need to replicate this, I think it uses a pulse width measurement. So as long as the frequency matches any square wave into pin B7 should do the job. One way to find out is just use a 555 timer to make one. edit: These guys may make something that will do the trick for you. https://www.facebook.com/CANBarra/

Another fun one. If you have no speed sensor and you are using a Mk1 FG. You might get caught out with the PCM thinking it is stuck in reverse and limiting torque even with all of the torque limiters disabled. In this case you need to modify auF11798 to set an out of range figure. This will stop the torque source from being "trans truncation" due to the calculated torque output being greater than 260 ft/lb

Try silly numbers like adding 25% or subtracting 25% and see what happens. Remember that this guide assumes your injectors are appropriately scaled.

Is there an air leak? A good way to check if there is is to log the timing at idle, when you have an air leak it will drop very low eg 5 degrees to try and keep the idle speed at target. I had the same problems when my PCV line split. Would hang at 1500 rpm until the speed dropped below 8kph, then it would slowly drop to 1k. Car would drive itself in carparks. You could even try pulling the PCV line off and see if it gets worse, if there is no change then you likely already have an air leak. If you can smoke test the inlet tract.

Modifiable units will be available next update. Everything logs in native (imperial units) at the moment, the same as what all the maps use. If iap doesn't move it might be disabled in your cal. Is this a factory turbo vehicle?

Set the breakpoint out of range or just make the high slope equal to the low slope.

This is not trivial and something I wouldn't recommend as the results can be dangerous or cause random stalling/ETC limp modes to kick in at inopportune times. You need a dyno to calibrate it safely. Ensure you check things like cruise control work correctly afterwards. Best bet is to compare a 5.0 and a 4.0 strategy and see what tables Ford change and why. You could also try checking the FG Boss 315 cal with the large oval throttle body which I believe is B8RH, BBLH or B8LH (not 100% which one it is). There are book on calibrating the pressure drop/surface area calcs for electronics throttle bodies you can read as well.

Sometimes ford update the calibration from the factory. If the catch code doesn't work here then it means unless someone has sent us a stock read manually we don't have the file. https://www.fordtechservice.dealerconnection.com/vdirs/wds/PCMReprogram/DSFM_PCMReprogram.asp?swproduct=IDS

ZF datalogging has been put on the backburner for a while as we have some other priority items, but it will be available eventually. edit: UPDATE ZF Datalogger is now available in beta.

Just compare the two files and copy what you want using the compare/history tool.

If you download the 1.22 beta it should automatically deselect the ZF read for a BA now.

It's a completely different product and hardware. If you want to use our software it defeats the purpose of buying the plugin ecu. Just leave the standard ecu in the car?

The multi tune basically covers all scenarios for boost control now so it's unlikely we will change it. You can change the boost map (or anything really) with the car running now. We could change the launch control setup, but it takes us weeks to test new changes especially to ensure backwards compatibility so it is unlikely we will change it in the future now. The testing required means it would be close to 10k in R&D to make a change like that. Basically we have to design something that caters to the masses, if we made every combination possible you'd end up with an aftermarket ECU and then we would have to charge the same to make it profitable.

I'm not sure if there is a mechanical stop on it but if not it will just spin around the other way and end up being partially closed again. The 80 is meant to be degrees but I believe it is an arbitrary angle. Best bet is to just take the intake off and look at how far it moves. I think there is an ETC test procedure in IDS/Forscan which will cycle it with the engine off.

The thread above literally explains all of that.