Roland@pcmtec

You can also save/load logging layouts (only saves the checked variables currently) via the file -> Save log layout and Load log layout in the latest beta.

Are you sure? I've ever actually tested it at idle.

The PCM has no ability to record data. You would need to leave a tablet datalogging in the background with the DLP8 cable.

It is done based off a PID controller. You can modify the gain in this table. auF11706 Muliplier as a function of load on spark feedback gain_ fnspkfbs_gain. If you set it to 5000 for fun you'll see your spark flick between MBT and min spark clip repeatably. Good for a pseudo ghost cam. if you set it to 0 it will just run MBT timing and you'll have a high idle and if it starts to stall it won't catch it in time.

You can change the load axis. F6 never came with a BTR either so you can't use that file.

Those tables are not used from what I can see.

www.pcmtec.com/downloads Beta is now publicly available. If you have a previous private beta please install this version over the top as it has a large number of bug fixes and improvements.

You'll have to figure this one out yourself via experimentation and datalogging. We don't have any information or documentation on how the ZF works. I have never even driven a ZF Falcon either so I can't comment from personal experience either.

Yes. Just sent you a PM

Firstly get rid of the crappy boost controller and put the stock one back. This will probably make a huge difference alone. Next make sure all the boost control is set up as per factory so that 100% duty cycle is being commanded until you get near your commanded boost. Finally you can move to a 3 port wastegate actuator which will help hold the gate closed until the very last moment which will help a little.

Should be able to find most of them here

That is fantastic. Thanks for sharing.

It is also why we don't offer tuning advice! Majority of the time there are serious hardware problems! Just to name the sort of issues that people have initially thought are software related. Earth crimps falling out. Earths not bolted down Earths bolted onto a dirty greasy chassis. TCM can links sticky taped together and coming loose randomly. TCM female plug sockets backing out causing intermittent issues. Half an engine loom swapped and sticky taped together. BA alternator replaced with FG smart alternator causing injectors to get stuck on 100% randomly. Fuel pressure reg fitted backwards. Fake sensors off ebay. It is why we don't offer phone support for non workshop customers, as the majority of these issues arise due to dodgy backyard DIY swaps or parts from random ebay/gumtree sellers eg these "1000cc" injectors. I would love to see how well they are matched on a flow bench, I wouldn't be surprised if a smooth idle is impossible without individual injector trims being applied.

A customer had one injector flow 25% less due to this retarded rail design. Can be all sorts of reasons things don't work. I am a big believer of the OEM seal of approval. I bet there are worse issues out there than this as well!

I didn't know that, that is really handy!

Press "load values" and it will load it from the file that is open.

Can you give us some context?

Make sure these two numbers are equal. ZF03987 and auF1692. This refers to the "TCM calibration level. If not the TCM will go into limp mode. If they don’t match you can sometimes change the PCM scalar and it will work, though this is highly unrecommended, the correct approach is to ensure the original PCM/TCM strategies have matching calibration level scalars. If you attempt to change the ZF scalar it will go into limp mode. Do not change this. This is not a full proof guide eg If the operating system ID is wrong, eg you have put a BF trans in an FG, you may not be able to get a matching calibration and you may have to resort to switching the mechatronics. Under calibration tools -> show calibration list you can view all the TCM calibrations and their appropriate TCM Calibration level. You can search/filter this list to assist in finding a matching ZF calibration.

There are 2 people listed in the thread above who could help. You could also try one of the many workshops listed here, plenty of them solve these sort of problems weekly. https://www.pcmtec.com/workshops

Have a read of the above. You are trying to do one of the most complicated tasks when it comes to cars. No one is going to give you a perfect answer, either you buy the software required and spend the time, or take it to someone who does that kind of work everyday. There are a few people listed in that thread who may be able to assist.

It will use it most of the time. Idle, decel and under torque reduction it will use other values. You don't tune that map, you just enter the desired lambda and if you have set up your injector slopes and speed density correctly everything will just work. See the datalogging thread for how to log TPS.

Check if the bypass is fluttering open/closed at idle then. That could be your problem.

Do you have cams? Seen a case where the low vac at idle caused the bypass to shut causing b the supercharger to lope.

I'll pass all of that onto Matt, we have made a lot of bug fixes and improvements (fairly big changes happening weekly) to the datalogger. I can't remember the last version I sent you so I'll send you the latest version again.

Can you post up a scatter plot showing your LTFT vs air flow or load? A lot of people say this but they are still swinging 20% in places. What actually happens, does it stall? Or does it hunt? If you can take some datalogs of the problem and highlight exactly where in the datalog the problem occurs this will help, datalog everything relevant, eg throttle, rpm, injector pulsewidth, fuel trim. Otherwise we will be guessing. At a guess it's possible your supercharger bypass is causing the idle system to fight at idle.