Roland@pcmtec

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.

No as the throttle is shut so even though you have overlap, you have no airflow. Only way to reduce lag on a shut throttle is to add an airflow (eg stop the throttle shutting) like a rally car for real anti lag. Destroys turbines and exhausts though. You could make this happen by stopping the throttle from shutting completely by messing with the dashpot airflow (this will cause throttle hang with standard spark values) then decrease the timing and add overlap to induce a real antilag. Don't test this on an auto or on the street as it could cause unintended acceleration and bad brakes (due to poor vacuum assist), manual is a lot safer as you can simply clutch in. Be careful.

Can you upload the teclog and csv file it produced? I have not seen this before. Will PM

It ignores the base fuel map when in closed loop and targets 1.0 lambda at all times (as that is all a narrow band can accurately target). If you want to disable closed loop you can have a look at the various methods in the closed loop thread here. The TPS threshold vs rpm is probably your best bet. You can run up to 1.1 lambda usually without a misfire, beyond that you lose too much torque. Remember this will damage your catalytic converter over time and make your NOx emissions sky high (like 10-20x more than the legal limit) which is why no OEM does this anymore.

But it does nothing? Do a DTC read with forscan and list the faults. Have you changed the torque sources at all? Turned off the torque module?

They have different resolution tables in the FG so they have different IDs. It is described above.

Do you even have a working speed source? Do you have the correct gear ratios entered?

Not yet but you can see the numbers in the chart itself. Just save and open the log and use the cursor and it will tell you. Otherwise save as csv and use in megalogviewer or which ever package you prefer. I started putting my notes at the end of this thread. I got it to 1.01/0.99 trims everywhere in a few goes. It's not hard, using the xlsx spreadsheet I put up!

FYI BA datalogging support is available in the current beta. 5100+ DMRs mapped as well!

For anyone doing this from scratch I recommend logging the following values and loading it into mega log viewer. In this case the vehicle simple has the wrong slopes. I believe they have put slopes for a KPM 1100 injector which have a less steep low slope (reverse of say an ID1000). Engine speed load used for spark table desired lambda long term fuel trim Fuel mass requested Pulse width open loop TPS vehicle speed Intake cam position Exhaust cam position Current speed density offset Current speed density slope I then loaded this into a scatterplot, red is 1.0, rest of the scale is on the right. I also filtered this data against transient by taking the derivative of rpm and adding a data filter (these are included in megalog HD). Here is the filter I used (abs([ENGINE_SPEED] - [ENGINE_SPEED-4]) > ([ENGINE_SPEED] * 0.05)) I also made a histogram Here are the injector figures (ID1000s) As you can see the low slope is completely wrong and far too rich (I believe KPM injectors have a weird slope like this). For ID1000s the low slope should be steeper than the high slope. From the scatter plot you can see the high slope appears perfect. This means we need to adjust both slopes to accomodate for the new low slow (will pull 12% off fueling out first go) REST TO COME SOON

Good question, not sure if you can that way. Best way is to just unplug the O2 sensor or disable closed loop entirely as per this guide https://forum.pcmtec.com/topic/3-howto-disabling-closed-loop-o2/

Yes it will. I'll send you a link.

That would explain it! Best way is to log desired boost vs actual boost (or boost error). Then change the settings and see how it is. You could use megalog viewer to make sure you are comparing apples with apples with the datalog (eg filter on data that is the same load/rpm). Without a datalog/dyno you probably won't notice it, unless you are seeing wildly swinging boost pressure you can probably just leave it.

It isn't that different. I'm guessing you have an FG with the smaller turbo? Just means you have less integral gain on the PID controller. You can read about the integral action on a PID controller here https://en.wikipedia.org/wiki/PID_controller

Sent.

Added a HOWTO guide for reference

On drag cars or on the dyno depending on your gearing and rpm limit, you may find a speed limit is occurring. There are two methods to disable the speed limit. Method 1 (maximum speed of 255 kph) For standard gearing and the 6 cylinder, this is usually sufficient. For the V8s spinning to 7-7.5k, you may need method 2. This method assumes the VID block is enabled (it is by default). auF0389 Activate/Deactivate VID Block Parameters for Final Drive/Tire etc = Enabled If the VID block is enabled the following scalar is used to determine the speed limit. Speed_limit_kph This scalar is limited to a maximum of 255 kph as the underlying datatype is a byte. If you need more than 255kph (can appear as low as 240kph on a roller dyno). Method 2 (unlimited speed limit). To use method 2 you must first disable the VID block by setting auF0389 to Disabled. Note that Mk2 Falcons use these overrides regardless of the setting above. IMPORTANT NOTE If you disable the VID block, this means the PCM will now use the values found in "VID Block Calibration Overrides" such as axle/diff ratio and various other scalars. Ensure the following parameters match their corresponding values in the VID block. Note that some of the scalars in the VID block may be set out of range, if they are set out of range you can simply leave them. Now you can use auF0397 Speed Limit No VID to set the limit. This is a floating point and can be safely set out of range to 1000 mph. Note. If you are trying to rev to a high rpm eg 7500-8000 rpm, the rpm limit hysterisis can be subtracted from the limit twice. This means with the default numbers your rev limit could become 500rpm lower than expected, this may appear to be a speed limit however it is a rev limit. To fix this problem adjust the hysteresis in scalar auF12252.

We are software engineers not tuners, we have tuned our own cars/helped tune others and we also have an intimate knowledge of how the PCM works but we are not mechanics or tuners so we try not to give hard and fast advice as there are more experienced people out there. We don't have a dyno or workshop and run everything from an office in SA with 2 remote workers (Darryl is in VIC).

If it is your car and you are happy risking the motor you can disable it. If it was a customers car you would be crazy as a fuel pump can fail, blockage in the fuel filter, injector blocked. Collapsed cat, all sorts of things that will make a motor knock badly. On a street car you aren't going to notice 2-3 degrees being pulled occasionally due to false knock so I would leave it enabled.

Knock sensors can pick up noise from piston slap and the valve train. They can also miss real knock. You can never be 100% unless you have aftermarket knock detection gear.