Roland@pcmtec

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.

No and no plans to add it. Would be considerable effort and no one would pay for it from the research we did. We would have to charge $1k per car instead of $150 to make it worth while and basically every workshop said they wouldn't use it.

If you haven't changed the tune and it has started happening on its own it sounds like a mechanical fault. It should kill the injectors if the ect error becomes large, the pcm is good at that.

The cruise control torque requestors, don't change any of them from stock. Jsut make sure the "cruise speed control" torque requestors are all stock. There like 4 of them, just search for "torque request" and you'll find them in the navigator. If you want exact parameters to check go through the torque requestor thread and check all of them against stock Have you flashed a stock file back into the car to check? What are your throttle errors whilst logging?

Yes do not mess with the cruise control torque requester settings as this can screw up the cruise control. Also messing with the torque tables and spark retard/torque ratios will possibly mess up cruise control as well.

All done.

Ok then there must be something else happening. I can see that there is a history entry for -27 for that item, however we don't log who or when it occured so I'm a bit stumped why it is there. The fact we have not seen this before means there must be some rare edge case for this to happen. I'm guessing it has something to do with the fact that it was originally SCT tuned (and hence no stock history is available). If you have other files can you send them along with a description of which auF and how to reproduce it, I will continue digging to see if I can find out how that history item got there. Can you confirm that opening,saving,closing, reopening resolves the issue?

It appears this value was actually set to -27 at some point. I tried with a test account that was not licensed to view the file and it did indeed show -27. My best guess is this parameter was accidentally edited when the file was unlicensed. I'm not sure how so I'm going to go through your log files to confirm this theory. Did you ever send the file to any other pcmtec users? If they edited it and sent it back this might be possible. The work around for this is easy though. Simply open the 98 tune, save it, close it, this resync's the ui/compare history with the binary within the file. Then open the e85 tune, then load the 98 tune as a compare file. We have added some changes to 1.21 to ensure this kind of scenario is not possible, eg after licensing it auto saves the file so that you can't end up with something that is out of sync.

Ok so in our latest build (1.21) this issue seems to be resolved, however I'm not sure actually why it was resolved just yet. Unfortunately 1.21 is still a few weeks away from being released. I will see if there is a work around for 1.11 that I can give you in the mean time.

Good news is I can reproduce what you reported. Leave it with us and I'll figure out what is going on.

Can you send them again just in case? I will test now and report back.

We are working on a new wizard that will actually let you pick and choose what tables go into the flex tune. This will be released with the cruise control multi tune functionality.

Yes it is possible, the PCM you have may no have a boost controller output available though. We can't give you instructions or support on how to do this (as there are many calibrations and different combinations), but lots of tuners use our software to do this.

Can you send us both files and instructions on how to reproduce the comparison error? Screenshots will be very useful as well as this is the first we have heard of this occurring.

Providing the files have been licensed and saved at least once. Or if you have the workshop version of the software you've used the "populate unlicensed file" function and then saved the file. If the table sizes are different (possible depending on what options have been used, some tables will not compare as their IDs change) If you email both files to us at support@pcmtec.com I can try myself and let you know the reason.

Gear shifts are done in oss, if you change the diff it shouldn't affect these. Going to a lower ratio should also slow the speed it revs down mean in g less chance of hitting redline. Doing the opposite will do what you described though.