Roland@pcmtec

If you have the workshop version then we can send you the beta that the other workshops will be getting next week. Just keep in mind that we will be spending time working through it with the big shops next week so support might be a bit slower than usual. Pricing will be as follows: Normal License: 3 credits Standard Custom OS and legacy flex fuel OS: 5 credits Flex fuel or dual maps via an external input: 7 Credits Multi tune via the cruise control inputs (includes flex as well if you have it): 10 credits. If the vehicle is already licensed you simply pay the difference to upgrade it.

There is no email that I can see. I'll look up any accounts with the same email as your forum email and reset the password for you.

Yes it can, it is just a bit more tricky wiring wise. Have a read of this guide to see how you can make it work with the flex setup (circuit 3). Otherwise wait and you can do it via the cruise control switches. Do you have a flex fuel setup installed? Edit: This can now be done with the MFT (multi flash tune) via the cruise control buttons which is much simpler.

Just follow the dual maps instructions above and run negative timing in the second spark map. Make sure you monitor EGT so not to cook the turbine wheel/exhaust valves.

A lot of shops will just hack up the speed density tables to get the trims better, but if you have a stock intake manifold and turbo there should be minimal need to do that. You can figure out if your speed density if off by following a similar process to what I did years ago on the hptuners forum https://forum.hptuners.com/showthread.php?58174-Custom-graphing-software-for-logging-fuel-trims-and-recalculating-speed-density-maps If you isolate all data from a single histogram plot and then plot that against a 4th variable (eg map pressure) you can figure out if the speed density map slope/offset needs changing. If its a perfectly linear error then your injector slopes will most likely be the culprit. Doing this properly honestly takes a week. Unless every customer uses the same injectors and parts a workshop can't just reuse injector data, as you are only paying them for a few hours labour its not possible for them to do this from first principles and still make a profit.. The reality is Ford would budget close to a million dollars to do a tune from scratch, if you are paying $1k and don't have a team of calibrators and a controlled engine dyno room you just cannot get the same results in any reasonable time, this is why you see a lot of cars going around with fairly average fuel trims. Personally if you have ~5 hours to tune a car from scratch and have some base injector data you should be able to get the trims under 10%, but if you have zero data at all, you may not get there in the time the customer has paid for. Your best bet is to ask the workshop what injectors they use on the majority of their cars and make sure you use those, that way you know they have some known base data they are working off. If every customer turns up with something different in the car then the results you get shouldn't surprise you. It sounds like you have the knowledge required and more importantly the time required, so you should be able to get within +-3% fuel trims if you spend 2-3 full days logging all possible cells with a reasonable cell hit count (look for at least 1000 hits per cell). edit: Something that's extremely important to check is fuel pressure, if this is not constant you will chase your tail and never get there. Big fuel pump and stock regulator will mean high pressure at idle, this will result in weird injector slopes required to get things working.

Follow the guide above and wire in a switch/button to switch spark maps. if you want to use cruise control to map switch wait until we finish beta testing with the workshops and we will post up a guide. This will require the workshop version of the software to enable.

Here is the actual equation if you want to build a slope calculator in excel. I worked this out drawing the straight lines and some year 9 algebra (yes there was a point to learning all that maths!) IF (fuelmass >= breakpoint) y (fuelmass_lbs) = highslope_lb_sec * (x (injector_sec) - (breakpoint * (1/lowslope_lb_s - 1/highslope_lb_s) + offset_sec)) IF (fuelmass < breakpoint) y (fuelmass_lbs) = lowslope_lb_sec * (x (injector_sec) - offset_sec) fuelmass_lbs = airmass_lbs/ commanded_AFR The equation for the lines would then be Above breakpoint y = h * (x - (b * (l-1/h)+o)) below breakpoint y = l * (x-o) Where: y = fuel_mass x = injector_pulse_width (seconds) l = low_slope (lb/s) h = high_slope (lb/s) b = breakpoint (lb) o = offset (seconds) You can then invert the equation if you want to solve for injector pulse width as well. above breakpoint x = (b*(h*l-1)+h*o+y) / h below breakpoint x = (y/l) + o

Offset - affects low load and high load low slope - affects low load and high load high slope - only affects high load. If you change the low slope it will change the offset of the high slope and hence affect WOT fueling. Check out this image I've drawn. You can see that if you adjust the low slope and leave the high slope unchanged, you will have offset your high slope and hence affected WOT fueling. Same goes for breakpoint and deadtime, all of these will affect WOT fueling as well and can affect it quite a bit. A small change to the low slope could cause a 10-20% change in WOT fueling depending on the breakpoint you use. In an extreme example if you made the breakpoint very high you could technically cause a 90% change in fueling from a 5% change in the low slope. Just draw it in paint and you'll be able to visualise it. For this reason if you change the low slope and want to keep the same wot fueling, you can see you must also massage your high slope as well. For this reason you should tune in the following order first deadtime(offset) then low slope then breakpoint and high slope

Beware that changing your low slope will also offset your WOT fueling.

Yes we have had the ability to map switch via an external input for about 6 months. You could use this to toggle different spark maps. Now with the cruise control map switching launch control can be done off the cruise control paddle.

It is only available for the workshop edition. There are a few workshops testing it as we speak, once it passes testing we will release it to the rest of the workshops. Then look at releasing it to everyone depending on the support requirements.

Good to see you getting right into it. When I said s5 approaches 0% this is second hand information, however what they meant by 0% was full pressure, eg bleeding no pressure off. So this would 100% if you are looking at it in terms of pressure. As it is a bleed valve the % is reversed but I'm sure you get what I mean. It seems to match your log as well, under a shift pressure increases (eg the % drops).

Links have been sent out. Let us know how you get on.

Chris at bluepower was considering offering something like this. You could give him a try. Othwrwise no harm in contacting the shops on our workshop page. If you are doing it for yourself only and not running your own business they would be more open to it as you are directly competing with them.

There is an early beta available. If you have time and are interested PM me for a link. There are bugs and things missing so only if you have spare time as I don't want to waste any of yours. Cheers

What state are you in? There might be some tuners who would be willing to teach you for a fee.

I honestly do not know enough about how the internals of the box works to answer that question.

Because I like procrastinating I read the description in that manual and chatted to the guy who knows about these boxes. Basically BAF is the oil pump pressure. BAF pressure is bled off based on S5 pressure. Based on the spring sizes in the the band apply regulator you will see between 1.4x to 1.8x the S5 pressure on the band apply circuit. The stock tune already commands close to 0% duty on the S5 bias, so you may find there isn't actually much you can increase in the circuit. So ultimately you need to change the spring inside the band apply regulator itself to increase line pressure. Same goes for the clutch apply regulator. BAF pressure is dependent on RPM, so keep this in mind as well.

This diagram might help as well https://fordforums.com.au/wsmpub/augx/Part 7-1B.hImages.ziptml

Some more information, the s5 valve is a bleed valve, if you disconnect it you'll run 100% line pressure always. So the more duty cycle the less line pressure. This only affects the s5 circuit though, there is a bar (band apply reg) and car (clutch apply reg) which multiply the s5 pressure. The pressure is split based on a ratio which is determined via a spring, you can change the ratio by changing the spring. Apparently the ratio is 2.4 on a turbo and 1.4 on an NA. So it sounds like you either need to change the base line pressure (before s5) or change the spring to change the ratio.

I just spoke to someone and apparently the temperature offset table for the s5 is a way to globally add more pressure. Also the operation of the s5 solenoid is inverse, eg maximum pressure means the solenoid doesn't bleed off pressure which should do the same as those wire in shift kit resistors. This is all second hand information and I honestly have little understanding of the control system or the internals of these transmissions, so please keep that in mind if you use that information. You need to be prepared for the possibility of killing the box if you are experimenting like this.

HAANGA3.tecJust attached a stock file for HAANGA3, you can see all the workshop, pro, enthusiast parameters in this file. With professional you will be able to download all stock files and compare them using the calibration wizard. If you want to see which parameters are workshop vs pro use the view -> PCM -> Workshop tick box to show only parameters for that level. There is nothing extra in pro for those parameters, you should have everything already there. There are some other parameters in workshop which are fairly unknown what they do. You can see the list below. There is discussion in a thread here about line pressure, I'm not sure you can actually increase it that much without modifying the transmission. edit: Actually you may not be able to see these parameters in the unlicensed file, I'm not sure if we did leave that enabled or not. Originally it was, but it may have been taken out (it was left there as a side effect of the file being unlicensed).

Just sent you a PM

Best bet would be to try and speak to a shop or someone who has done this before and see if they are willing to give up their secrets. There are plenty of people who know however obviously they would rather keep this knowledge to themselves. Disabling PCM control of the auto can be done by turning all the auto trans settings to manual.

People control boost this way in race/rally cars, venting the air back to the intake to keep turbo rpm high and just jamming the wastegate shut. You can overspeed the turbo doing this though and it will also make the turbo run less efficiently but you will get much better response. At low rpm this isn't going to help you get more boost as it would only assist once you got above your boost threshold. The way to do it is to hook up a boost controller to a wastegate and replace the bov with a wastegate.