Roland@pcmtec

Ford have gone to the trouble of giving you an MBT table, so at least you know what timing you should never run past for a given load. Realistically most people go past the standard 1.6 load quite quickly though. Ford have IAT and ECT scalars however these will fall over an no longer be correct for high IAT and large airflow, so as soon as you modify the intercooler and turbo you need to tweak these. You really need a dyno to calibrate it correctly. Some people rely on the factory knock sensors however this is far from optimal and you can still do ring lands over time due to the detonation that the sensors wont pick up. Stoich for ethanol is 9.765 Idle timing is a closed loop feedback circuit so there is no spark value to modify, those tables are not used. If you want less spark at idle you need more airflow and vice versa. You need a wideband as well otherwise you have no way to safely calibrate the engine.

I actually don't know, it is the name of the company who makes the analog input cable we use. I'm guessing some arbitrary initials of the owners. https://www.digikey.com.au/product-detail/en/DLP-IO8-G/813-1010-ND/1894342/?itemSeq=286026595 https://www.dlpdesign.com/usb/io8.shtml

DLP support will be in the beta release shortly. You can edit the units in the editor (type over the field) and it will automatically save to disk. You can also edit the lookup equation for each equation. The equations are saved here and can be shared around.

Yes afaik you can toggle a BF/FG to use a non smart alternator (can't tell you how as I've never done it), I do remember seeing parameters to configure this a while back. You can't do the reverse afaik. FYI we had one customer who spent a week diagnosing injector 2 and 5 getting stuck open randomly, turns out the person who's vehicle it was had installed a smart alternator in a BA without telling them which was causing lots of bizarre issues, so make sure you don't do this. Best to compare stock files from a BA and BF with smart alternator. You will most likely need the workshop version to determine which parameters are required. Mdauto the regulated voltage should be rock solid, if its fluctuating at all you have issues. Actual battery voltage itself will vary though which is normal.

Have to wait for the next beta. We had an xml file for configuring the ranges but it was too difficult to use so we turned it off until we have the UI for adding voltage lookup equations.

We have had someone spending 20 hours a week all year developing what you see and they will continue to do so well into next year. Software is hard, really hard. Just for reference if we outsourced the datalogger it would be at least 200k in development costs to do. This is why pretty much all software is buggy and sucks, due to the huge investment it takes to do it well. So you need to see a good return on your investment to make it amazing.

All of that is coming soon. Our goal was to just get something available asap and iteratively release updates as we continue to work on it. I'd rather you all have something asap then wait a year for a finished product.

Just sent you a reply. It is a real checksum error (not the custom OS) so something odd is going on there.

If you can email the file that gives the error that would be great.

These are all the following referenced tables by that axis Did you rescale MBT and Borderline Knock? MBT is used for torque calculations.

Brilliant

Did you use the reinterpolate tool? The spark axis is used by lots of maps, you need to reinterpolate them all out user the reinterpolate tool. https://forum.pcmtec.com/topic/208-howto-automatically-rescale-axes-fast-and-efficiently/

Found it. Can you send us the file that is showing the error (don't save it). I will find out exactly which checksum is the problem. It is possible this is a very early custom operating system and that is the checksum error (early custom OS did not have a checksum on the extra code). If this was the case remaking the custom OS via the custom OS wizard would stop this error from showing.

Updated the main post to add these numbers which work quite well for a coyote 5.0 to give it a "ghost" cam without actually changing the cam timing. Cam timing can be modified for more affect but this gives it a mild lope. auF11706

There are lots of logs. Can you give me a date and time that you saw the error pop up?

Ford won't do anything differently to us. You could try using the return to stock wizard and flashing a completely stock file back in. Can you press help -> upload logs, I'll check what checksum specifically it is failing on.

From memory I don't think the PCM actually calculates duty cycle. Most other packages would just have a math formula to guesstimate the duty cycle. Pulse width is the width of the injector pulse in microseconds, 0.44 microseconds doesn't sound right. You can calculate your duty cycle from your pulse width fairly easily. Basically you work out the duration of a revolution at your given rpm, this gives you a window and you can divide it by your injector on time. There are calculators if you google it. Personally I find pulse width more interesting as it is comparable across the rpm. Eg 100% duty cycle at 6000 rpm would be far lower at 3000 rpm. Peak torque almost always correlates with peak pulse width as well which makes for and interesting graph.

After the datalogger has gauges, histograms and map tracing we might look into something like that if we get more demand for it. Until now no one has asked.

Spend a day scaling them in using the methods above. The deadtime is the hardest part to calculate so you have that to start with. With completely unknown data I'd estimate you'd need a few hours to get them acceptable, a day to get to 1% and perfect. Use the ID1000 data above as a base, it should have you within 20-30% trims so the motor will at least crank. OR Sell them and put in injectors that you've already scaled. Personally if I ran a workshop I would spend a week scaling 1000,1500 and 2000cc injectors until I could get them within 1% on stock fuel pressure. Then every customer that came in with something else, I'd replace their injectors with one of those 3 depending on the application. If the customer says no, tell them to go down the road. The amount of times I've seen people burn days on blocked, mismatched or unknown injectors is absolutely crazy. Just get something known and stick with it. You'll save a lot of time and money. Re-scaling injectors from scratch every time is a great way to go broke or send a lot of cars out with terrible fuel trims (and hence stall etc).

Due to the amount of support required we can only offer it workshop users at this time, otherwise we will get swamped with support requests and won't be able to complete any further R&D.

Live switching of the tune whilst the engine is running is now possible. To do this please download the new 1.21 beta from the website. Then you need to re-create your custom operating system by re-opening the custom operating system wizard, pressing next until the end to re-save. This re applies all the custom os logic to a fresh stock file adding the new functionality. Next step is to open "Cluster Configuration parameters for Custom Operating System" Next set auF100033 to 1. This will allow you to change the minor tune (2/3/4) whilst the engine is running. If you would like to also change the base fuel tune whilst the engine is running for a limited period of time you can also enable this by setting auF100034 to a setting higher than 3 seconds. This could be used if you are running dual fuels and need to idle the engine for several seconds at the petrol station to purge fuel (not recommended for most use cases). You can also change the dash sweep kph and rpm. FG is x100 so 26000 = 260 kph. BA/BF 260 = 260 kph. Here is a video demonstrating how to use the live tune switching

Yes but it was quite a bit of work as there are about 10 other tables you need to access. It is much simpler to just set the closed enabled/disable scalars to -1000 and then set the main cam maps. Then you can just modify the intake camshaft only. This is the same way you can get a mild ghost cam on a 5.0 which doesn't have overlap control.

I thought you hold the button down for 10 seconds and it would go off. It is a separate module though which interacts directly with the ABS unit and not the PCM, you'd need to use Ford IDS to turn it off properly.

Yes it is a workshop only parameter. This parameter was not available in other products so it was a selling feature when we first launched to get workshops on board.