Roland@pcmtec

The whole point of disabling closed loop fueling is to check if your commanded lambda matches the lambda measured in your exhaust. If you leave it enabled it will be blending at lower rpm so it will be transient and your data won't be useful. So if you are testing open loop only, you could just set all cells to -100, if you just wanted to make open loop occur earlier (eg a permanent change) then you'd only disable it at the rpm and TPS points you desire and most likely leave a blend still there so the transient is smooth.

As above, check out the torque requestor thread for an understanding of the not so simple torque system in the Falcons. Once you understand that you should be able to make it do anything you want on a shift. I've been told the pop pop pop fuel cut on gearshift is possible on the BTRs and BF ZF6s, though I have never experimented on what is required myself. If someone in SA want's to donate an auto ZF vehicle for a week I could look at researching what is required. Rev matching would require large code additions and would not be feasible without OEM level access to the TCM source code etc. As cool as it would be I can't see this ever happening unfortunately. It would be a very big job. The ZF6 BMWs have rev matching however they run a completely different TCM/PCM to control the gearbox.

There are a few BTR gurus going around still. There is a few threads on here about them, PM those guys and see if they can offer any advice.

FYI if you enable the TMAP switch over logic and you are seeing a "Trans Trunc" torque reduction despite the vehicle being a manual and torque reductions turned off the following will resolve it. In the use case we had the user was pegging the standard tmap at 23psi with a 4 bar boost sensor. They had enabled the tmap switchover logic however they were seeing the trans truc feather the throttle at high boost. The solution is to set the TMAP max volts ( auF0044 ) to 6v. This stops the FMEM limiting action kicking in when the TMAP sensor saturates. This is safe to do as with the tmap switchover logic the boost sensor output replaces that of the TMAP.

We don't check the file upload section unless someone sends us an email so it looks like this got missed. If you can send us an email with the VIN you want entered we can update the file manually for you, once you license and flash it into the vehicle you will need to do a parameter reset with either IDS or Forscan otherwise the vehicle may be immobilised.

Depends what you want to achieve. Pick the rpm you want to disable it at, and then pick the TPS threshold you want to disable it at...

Works on all vehicles BA-BF-FG auto or manual. The "gear" is calculated based on output shaft speed and wheel speed and then comparing it to an upper/lower bound to determine which gear it is in. We also offer boost by speed if you prefer. Eg a high stall converter vehicle where you only use 3 gears or are doing 300kph sprints. A few of the tuners prefer this over boost by gear on the extremely high hp cars (1000hp+)

Yes I believe that is the best bet. Be very careful as if you make it too high and you are in gear it will be like cruise control is stuck on. Make sure you are testing on a dyno and can put the car into neutral if required. I'm not sure if the gearbox will stop you pulling it out of gear above a certain load, so increase it in small increments only.

If you experiment please post up your results and what settings you played with. It would be very interesting to see! Be ware of heat though, could quickly destroy cat/exhaust/turbos if you went overboard. We killed an old stock turbo using launch control with -20 degrees timing testing here.

Sure, just leave closed loop fueling enabled and change the TPS threshold to something like this.

Yes. Disable closed loop fueling and DFCO. Set the 0 -> 0.2 load cells to 0.5 lambda, decel spark to -20 degrees etc and then set the minimum idle air in gear at high rpm to high number so the throttle doesn't shut. You'll need to play with the timing and fuel to stop throttle hang but it is 100% achievable.

Changing the OSID will cost 2 credits to re-license. Quite a few people have used the HAAT0 F6 in manual BAs with good results. You just need to flip the oil pressure switch scalar or you will have an inverted oil pressure warning lamp, the scalar ID is in a thread somewhere.

Great work Nat. If you have the workshop version of the software in the strategy list we have pulled out common auF parameters and put them in there, we could add this to the list if you want as we can automate extracting a specific param from all calibrations into a csv.

Pretty much everything you need to know is in here already. But one day when I get time I will go over it in depth. First I want the datalogger finished as that will be crucial to logging lambda vs the various scalars.

I haven't heard of this being a problem before.

Just pull the wire out and stick it on ground, then stick it on 12v and datalog what happens.

Is b5 the clutch input? Try datalogging if the clutch is in or not. Are you confident it is meant to be earthed and not pulled high?

Yes you need to use the IMRC tables as well depending on whether the IMRC runner is open or closed. Turbo has the IMRC removed so it is a bit simpler.

I can see a few constants in the routine for the 0x200 message. 512 (float) and 0xFFFE It looks like some float to short (16 bit) conversion routine. I suspect they are clipping the value at 0xFFFE so that it stands out from 0xFFFF which would normally be considered a bad value. The 512 is probably an offset or multiplier.

One will include frictional losses, eg powertrain and engine (if you go through the editor you will see there is this table: I assume this is subtracted (or added) to the engine torque to produce this second figure. I can't decode the assembly exactly for you as that would take many hours, I can tell you that it references the following IDs though. These can be datalogged by out datalogger when it is released (very soon) tq_mbt = Torque MBT = Maximum torque that could be produced by the engine tq_loss = Torque Loss = Torque loss due to engine friction and alternator/power steering etc tq_brake_s = Torque Actual = Actual torque produced tq_net_dd = Driver Demand Torque tq_mbt_dd = Driver Demand MBT Torque tq_source = Torque Source (one of those 14 different sources) tq_brk_s_str = Brake Torque (eg at the wheels) BEFORE a trans shift occurs Bytes 0 and 1 are tq_mbt Bytes 2 and 3 are tq_loss Bytes 4 and 5 are some combination of tq_brk_s_str, tq_loss and tq_brake_s. There is a conditional based on whether a gear shift is occuring. I assume it holds last value during a shift or something like that. Bytes 6 and 7 are tq_mbt_dd These bytes are packed, scaled and offset as well, you'll need to figure this out yourself. Nothing by the looks of it, they appear uninitialised. Byte 0 appears to be the derivative of the rpm Byte 1 appears to be TPS % Byte 2 is something to do with if you are decelerating down a hill Byte 7 is various bit flags, engine cranking (0x04) , brakes enabled (0x03) I can't help you much more on this. It something to do with engine stalling torque (min stall torque). 0x230 is some combination of the the current gear selected, gear ratio, transmission torque loss and a bunch of other transmission flags. Good luck with this one., 0x427 odo is a few odo readings. The KAM odo reading they take on the LSB of the value to save space (as they dont need to transmit the whole number). There is some constant used here 0.05129784 to convert the number of ticks or something. I also see 1.609344 here. 0x44D byte 1-3 contains any current MIL codes

lol

Let us know where you get stuck next and I'll see if we can help. Also any chance you will post up your emulator code so others can use it?

Yes. I've also started a basic write up here as well.

The knock system on the Falcon is a separate chip within the PCM case. They use a ATM-40 compatible HIP-9010 knock chip from what I can tell (not 100% confirmed yet). The datasheet for this chip is attached. Every cycle the PCM sends the following values to the knock chip which are packed into 5 bytes. These values can be datalogged with our datalogging software which will be available soon. cd_sca= The value of the pre-scalar being sent to the ATM-40 cd_conf_y = Test/selection channel chosen on ATM-40 IC cd_fil_nx = The next bit point value of the bandpass filter centre frequency to be sent to the ATM-40 cd_gn_nx = The bit point value of the basic gain to be used to determine the next gain setting to be sent to the ATM-40 cd_int_nx = The next bit point value of the integrator time constant to be sent to the ATM-40 These values are generated from the various tables in the editor found under "knock sensor". Eg the window frequency etc is changed based on rpm and so is the integrator time constant. Most of this would never be changed. The PCM then reads back the knock energy detected each cycle and compares it to its sensitivity window for each cylinder. This is then used to determine spark retard. MORE TO COME LATER PART2 The following values can be datalogged regarding the knock sensor. These descriptions will be improved and catagorised as time goes on. hip9010.pdf

Link to purchase the DLP8 cable is here. They have free shipping if you order over $60 I believe, eg 2 cables. https://www.digikey.com.au/product-detail/en/DLP-IO8-G/813-1010-ND/1894342/?itemSeq=286026595