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Roland@pcmtec

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Everything posted by Roland@pcmtec

  1. When you do an engine swap and leave the NA ABS module (or vice versa) and have a turbo calibration in the PCM you will normally get a permanent ABS/DSC fault. If this occurs I have a theory on a possible way to fix it without swapping or reprogramming the ABS module. This is not tested or verified, but it is worth experimenting with. There are two configuration words which are sent via canbus to the ABS module. auF2531 Encode calibration of engine configuration This flag is broken down into the following bits Upper Half Byte 0x10 = NA 0x20 = Turbo Charged Lower Half Byte 0x01 = petrol 0x02 = petrol also?? You could try changing this word to say the vehicle is actually NA despite it being Turbo, or vice versa. Eg if you have a turbo calibration you would see auF2531 equals 34 (0x22) which is turbo and petrol. You could change this to 18 (0x12) and see if this works. In the case where you have Turbo'd a RWD Territory (never came in turbo with RWD) you could try changing the following word: auF2193 Encode calibration of transmission and axle type Upper Half Byte 0x80 = 4WD 0x40 = RWD 0x20 = AWD Lower Half Bye 0x08 = Auto PCM Controlled (BTR) 0x04 = Auto TCM Controlled (ZF) In the case of a RWD NA BTR Territory (0x88) which you have converted to turbo, you could try telling it the vehicle is a AWD by changing the value to 0x28 You could also try toggling the auF1678 (4 wheel drive) option.
  2. You must have an NA vehicle then, or someone has enabled turbo logic on an NA calibration. The table will simple peg at 0.95 so you can still modify it, or you could use the reinterpolate wizard as discussed here to change the axis range.
  3. You can't, the number of cells is hard coded in the PCM. We do allow adding more rows/columns into the spark maps as part of the custom OS however, but not this one.
  4. 97 is the similar to 200 bytes 0-1 = engine MBT torque but it is just offset and scaled into a 16 bit integer. You should be able to graph it over the value from msg200 and see it follows the same curve or at least values that match the torque table. bytes 2-3 are the same but "engine friction torque" I think this is just using the calculated inertial loss (same as msg200) 207 is speed and rpm which is packed and scaled in various ways 427 contains coolant temp, oil pressure, ac pressure, battery volts, odo value, various MIL states, fuel usage etc 623 various hard coded bits regarding number of cylinders and other not so interesting stuff like if its a gas/petrol engine etc. 6F6 is the PATS security stuff for key codes etc, you won't be able to emulate this as it requires various security algorithms to calculate it.
  5. 0x200 byte 0-1 => is actual wheel torque / wheel to engine torque factor (powertrain losses I believe) I imagine the actual wheel torque is calculated from the torque table of load vs rpm you can find in the editor. Try modifying this table and see what you can datalog. This table is obviously different for each engine calibration. 0x200 byte 2 & 3 is the minimum torque before stall or something like that, this is only used at low rpm, Im not sure if this is even used 0x200 byte 6 sets some flags depending on the type of torque maths used that are all ORd together 0x80 == Engine Torque Type 0x0 = Axle Torque 0x40 = Inertial loss is factored in 0x20 = Cat protection has been enabled byte 7 is some other flags to do with whether the engine is cranking We never normally need to reverse engineer the can messages so this is not something we normally dig too deeply into. But the way we figure this stuff out is to open the ROM up, annotate all addresses with their known DMRs and table locations, from that you can see roughly what is being packed into where. This takes a very long time to created these annotated assembly files but once you have created them they are useful for figuring out things like this.
  6. The main torque requester tables are the ones I would look at.
  7. Sounds like only the PCM was read
  8. Most flames are due to the injector slopes and offsets being wrong. This means during a fuel cut they don't completely shut off or it is relying on heavy LTFT corrections, then when it goes into open loop (eg wot) the commanded lambda is totally wrong at low loads (eg decel or shifts) The pcm has an external ignition driver which has the current engine crank angle sent to it. So there is no easy way to implement an ignition cut. A proper ignition cut is very loud and destroys mufflers and cats. You can't run it on the street easily. Have a read over the traction control and the torque reduction and there is a setting that explains when it stops trying to use spark retard. The minimum torque ratio is the one you want to look at.
  9. Barrel replacement requires the keys to be recoded to match. You can do this with Forscan as well as ids.
  10. We sure do! It even pulls the gear, diff and tyre ratios from your tune so it will match exactly what the tcm/pcm sees, no guessing required.
  11. Getting lots of requests from big workshops is the usual procedure If it is easy and one of us is bored then that is the back-door way.
  12. Was it working then suddenly this error occurred? If so it is probably a flat battery or earth issue. What happened before the error? If it's a pcm swap then just do a parameter reset with Forscan or ford ids.
  13. I'm sure it could be done, but no one has requested it before. The cruise control multi tunes will probably cover this though.
  14. They only change this number on the v8 gtf from memory.
  15. It will paste the the size that was selected, eg whatever is in the clipboard. The selection is ignored. If you want to duplicate a value highlight multiple cells, type the number and press enter, then that number will be copied to all cells. Or highlight multiple cells and use the maths toolbar.
  16. What has been changed on the vehicle? What has been modified tune wise?
  17. We have been busy working on a few projects in the background (cruise control multi tunes, datalogging) with one of the projects being Mustang support. We have implemented read-write support for the Tricore TC1791 controller used in the 2015-2017 Mustangs with the new Tricore TC29x Aurix processor being worked on shortly (2017-2019). Ecoboost MDG1 processor support will come later if the demand is there. We have started mapping the Mustang and here is a sneak preview of what we will aim to offer. Partial write. This should be capable of dropping the Mustang write time from 50 seconds down to ~10-15 seconds. If we can embed the bootloader into a Custom OS this could possibly drop to a few seconds max. Access to ~11,000 parameters for the TC1791, and access to over 20,000 parameters for the TC29x direct injection 10 speed auto.
  18. One more minor update to fix the issue described here: Fixes the following: Compare/Stock columns missing from the torque requester views. Small lag in the UI when pressing "close compare file"
  19. Ok both of these should be resolved now. Download the update from the main download page. https://www.pcmtec.com/downloads If you find anything else like this please let us know. We appreciate you taking the time to report it, a lot of people just put up with bugs and as such we never know about them and they never get fixed.
  20. Good find Richard. This wasn't in our QA test procedure. This will be an easy fix, I'll let you know when you can download.
  21. If you have the workshop version of the software you can use the "populate unlicensed file" option from the calibration tools menu. A SCT tune will definitely license no problem, you should read this guide to ensure the return to stock functionality works. https://forum.pcmtec.com/index.php?/topic/113-howto-license-a-file-from-a-3rd-party-hand-controller/
  22. Yes even with turbo logic enabled it will cap at 1.05 load if you don't enable anticipation logic in that OSID. This was a HAEE3 OSID of which there was never a turbo variant made. HAEE4 was the next closest.
  23. It should already do this from the factory. However consistently holding the engine here will destroy oil pumps due to the horrible harmonics that are caused by a limiter like this. Have a read of this thread to see what you should look at changing.
  24. So commanded is 1.2 or you measure 1.2 out the tailpipe?
  25. What do you mean by hard cut? They already run a soft (spark retard and injector cut off) then they completely kill all injectors.
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