Roland@pcmtec

Ok great. Then that all makes a lot more sense now.

Whoops! I was looking at the wrong file. That makes a lot more sense now!

Is it a flat 65psi across the board? Or it is high because the stock reg is being used? If the stock reg is in place and has not been modified you will see pressure spike at idle which makes the car an absolute pig to tune.

What fuel pump? I actually have ID1000s and the data they ended up with is similarish to what I had with a 255 walbro running stock pressure. if you have an upgraded pump running higher pressure then I wouldn't be surprised that it is different. btw I've been editing out the workshops name to make sure you don't start an episode of tuner wars (lol)

As above the tuner has disabled closed loop boost control (very common as its much faster to tune) and hence your desired boost table is completely ignored. Spark table has pegged the load at 1.7 (you'd be hitting high 2s for load) which works fine but is a non optimal way to tune spark as it means you are running less spark at part throttle/low boost levels than you could be. Arguably for the average tuner it is safer and it would be much quicker to tune that way though. The fuel table suggests to me that your injector slopes have not been dialed in correctly and they have fudged the WOT fueling this way as 0.65 lambda would be far too rich. What long term fuel trims are you seeing? Once again this is probably fine though, assuming your LTFT are off (I will bet they are) your return to idle, cold start and fuel economy will be a step backwards from stock however. For your typical 2 hours on the dyno this is what I would expect to see a lot of tunes looking like. To get a factory level of tune takes a week on the dyno and no one is going to pay for that. If you used parts the shop has used many times in the past then they can use a base tune which would net better results, but I'm guessing you have random injectors and parts making it different to every other car. To improve on this tune you'll need to hire a dyno for at least a day, get knock ears and a calibrated wideband (how do you know your's is accurate?).

Beware that multiple tables may share that axis, if you modify it you need to rescale all tables that reference it. Use the re-interpolate referenced tables functionality to ensure you don't screw up the other tables.

Personally I've heard from most people that changing them causes more issues than it solves especially with torque reduction and automatic shifting. Letting the torque tables peg is probably going to give you the result you want in most cases anyway.

Excel. There should be some sheets floating around on the internet.

The guide in this thread shows you how to flash a completely different OSID into the car, if your OSID is still HAEK4MF then you didn't follow the procedure to swap the operating system. It should ask you for 2 more credits if you swapped the entire OS. Flashing the entire TCM file in is not what we put in the guide either, we said to merge the calibration values only however if you did want to flash the entire TCM file in you can try modifying the "TCM Calibration Level Desired" scalar in the PCM to match that of the TCM (H3179 transmission calibration). This will sometimes let you use a mismatched TCM and PCM combination. Also FYI the Sprint PCM calibration is apparently not that great timing and fueling wise, the spark is fairly average and it runs pig rich.

It is mostly a mechanical delay afaik. Not much you can do about it. Just set it to shift slightly earlier than what you actually want to take into account the delay. 64ms of the delay will be the canbus messaging, once again not much you can do about that.

I didn't realise you had already set that up. It will still trigger an overvolt condition even though it is reading from the boost sensor. So as Darryl suggested set it out of range to 6v or something. Then just use the boost sensor over volt instead for overboost protection.

Something else you might like is we have "tmap switchover" logic in the custom operating system. This means you can run a 4bar boost sensor with the stock TMAP sensor. Then at a given tmap voltage it will switch over to using the boost sensor for the speed density logic. This means you retain the factory tmap resolution down low, but you can run 30psi without pegging the load/air mass. Remember that by setting the limit to 5v, you do lose some safety protection for overboost.

This guide is superseeded by the new HAEE conversion wizard which will upgrade your operating system automatically for you. Please only follow the manual procedure if you have a vehicle which is not supported by the automatic conversion wizard. This guide is designed for Mk1 FG 4L I6 vehicles (V8 OS doesn't need changing) that are using an operating system other than HAEE3/HAEE4 and want to upgrade to a Custom Operating System with extra tables such as the MFT or Flex Fuel system. The reason the Mk1 FG's must be upgraded to this operating system is due to the fact that the early Mk1 FGs came with a 5 speed automatic transmission (5R55) which was controlled by the PCM and not via a separate TCM like the 6 speed ZF, this code is present regardless of if the vehicle is a Manual or 6 Speed ZF. As the 5R55 assembly code is very large and leaves almost no spare ROM within the PCM we have to upgrade the OS to one that does not contain the 5R55 code. Obviously this also means that only manual and ZF 6 speed Mk1 FGs can have the Custom Operating System enabled. Cost: Normally changing operating system would cost an additional 2 credits, in the case of upgrading to HAEE3/HAEE4 and then enabling the Custom Operating System an automatic discount will be calculated which will subtract 2 credits from the total fee to make up for the upgrade. If you are using the pre-release 1.21 beta version, then you will need to contact support to be credited for the upgrade. STEP 1: First step is to find an appropriate HAEE3/HAEE4 operating system to use as a base. As an example we will use the following file HAEDLM9. First we will locate this strategy within the calibration list (only available for workshop users under the calibration tools menu). In the calibration list you must first find your Strategy and look under the "HAED Conversion" column to find the corresponding HAEE3/HAEE4 OSID to use. If you see NONE_5R55 this means the vehicle is an actual 5 speed auto and conversion is not possible (though you would have already known this!). If you find HAEE** you can skip to STEP 2 If you see NONE_NO_READ this means we do not have a stock read for this vehicle. If this is the case and you do have a stock read for this vehicle please contact support and let us know! For these vehicles you will need to determine the HAEE3/HAEE4 strategy manually. First locate your strategy in the list and make note of the following parameters for an auto ZF (TCM Calibration Level, Axle/trans and tyre rev/mph). If you have a manual ensure the Auto Trans" flag, axle/trans and tyre rev/mph match instead. In this example we have 5, 68 and 812 Next we must find a HAEE3/HAEE4 strategy which matches the figures above. In this example we can find HAEE4U8 Note that you can utilise the filter editor to assist in this task (similar to that of excel). STEP 2 Now that we have located HAEE4U8 as a matching operating system ID we can use the stock file wizard to make a fresh stock file. Press "Create and Merge" then select your previous tune and save and license the resultant file (will prompt for 2 credits which will be discounted from the custom operating system license). Once you have created a fresh stock file, the next step is to import your previous TCM file (not applicable for manual vehicles) Do do this use the following option File -> "Import/Export ECM" -> "Import ECM" and select your previous tune. First ensure you press "No" to replacing the PCM Then press "Yes" to replacing the TCM Next save the file, open the change history/compare window and press "Load File" then select your previous tune. Once the tune loads press "Yes" to the partial load popup. This will ensure you only copy over changes to the tune YOU made. We are not interested in copying over all the changes Ford made between the two strategies (as there will be a lot!) as these may not suit the new operating system. Once the file has loaded we recommend manually reviewing all the changes and selecting only those which you wish to copy over. If you are sure you want to copy everything you can press "Ctrl + A" then "Space" to automatically highlight and select all changes. Then press "Apply" to apply these to your new stock tune. Now before creating a custom operating system you must flash this file into the vehicle and verify that the vehicle operates as it did before the upgrade. This means checking for any DTC codes such as ABS/DSC faults, ensuring the TCM is not in limp mode (stuck in 3rd gear) and that the cruise control operates. If any of these do not operate you will need to go back to the compare screen and select "no" for partial load, then you will need to review all the changes Ford have made between the two operating systems and make intelligent decisions of what could be causing your issues, then apply these values 1 by 1. Do not go applying all of the changes at once or you may cause more issues. Generally providing the axle ratio and TCM calibration level match, you will not have any issues. In the case where they do not match, you will need to manually review the files to ensure the vehicle operates as it did prior to the upgrade. Note: If your previous file was a custom operating system, once you have created a new fresh custom operating system, you will need to do a partial load a second time to review any tables that were missing in the previous compare (eg flex fuel tables etc).

Not really. Best we can do is go off random Ford documentation we come across. We find a lot of them explained in their Patents which are freely available online. Also the PID lists which I believe are public domain help a lot. If you have specific ones post up here and we can go digging for you. Often you can figure out what the acronym likely stands for by seeing what other parameters it interacts with within the assembly code and that is my go to for most queries. Eg if I see an unknown acronym but see it has been fed into an equation specifically for calculating lambda then you have a good idea what it is. That PDF is a pretty good find though! It seems to cover a lot of the more obscure ones like FAOSC etc. I'll attach it here in case the links goes dead. FORD Acronyms booklet.pdf

Just sent you an email!

Here is a video showing how the spark oscillation sounds. VID_20190707_152753.mp4

Update You can increase the lope quite dramatically by modifying this table. This is the proportional gain of the idle spark feedback algorithm. By increasing it to 5000 it will toggle between min spark (-7) and max spark (MBT ~25 deg) causing even more lope. You can also set 600 rpm to -30 deg overlap, this will stop the vehicle from stalling and cause even more lope when the rpm dip as the decreased overlap will kick the rpm back up again. If you are using the multi tune to do ghost cam you can add the following table to the ghost cam tune to increase your idle rpm, this means the non ghost cam tunes can retain a completely stock idle rpm.

That's because the Falcon doesn't have a MAF. It uses speed density only. Read the speed density thread for more information on tuning the airflow model.

Use some intuition. If you are just guessing and blindly plugging numbers in you won't ever get results. If it isn't working datalog why it isn't working.

You also need to modify these tables as they limit overlap as well. auF16503 Angle to Overlap exhaust cam auF16492 Maximum overlap allowed auF0115 Maximum allowed Overlap Angle based on RPM and Oil Temp

That's the ba f6 not bf f6 you have flashed in. Nothing bf will go into a BA ecu.

I was discussing with someone how a larger turbo makes more power than a smaller one on the same boost pressure. Basically it comes down to lots of factors but the main one is reduced backpressure and heat. Anyway as I was trying to work out how much the aircharge changes based on turbo size I found this really good write up on air charge estimation from a PHD thesis. Looks like a really good read if you have time and are interested in the physics behind how the speed density models work. https://www.vehicular.isy.liu.se/Publications/PhD/05_PhD_989_PA.pdf 05_PhD_989_PA.pdf

ZF Shift/Lock schedule are the tables you want to modify. There is another thread on here that discusses the different shift maps. Be aware if you are running the stock lockup it will likely break with increased slip rpm and increased power over stock. Basically do not attempt to lock under high torque, either lock it at low torque and keep it locked or don't lock it at all. If you are running more torque than factory and it has not been modified be prepared to break it. Also this is second hand information as I have not personally tuned a ZF before, so don't take it as gospel.

Thanks for the feedback!

Really appreciate the detailed info!