Roland@pcmtec

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"

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.

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.

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/

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.

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.

So commanded is 1.2 or you measure 1.2 out the tailpipe?

What do you mean by hard cut? They already run a soft (spark retard and injector cut off) then they completely kill all injectors.

When does it command 1.2 lambda? There should be a hard limit at 1.05 lambda.

The same guy you bought the flex fuel kit off. Pirotta performance https://www.facebook.com/pirottaperformance/

Yes Danny has a value file that will do this for you if you speak to him.

Can you take a screenshot?

There is a minor update out. Current version is now 1.11.7047.18014 Bug Fixes: This fixes a crash that would occur if you opened a PCM+TCM file and attempted to compare it to a TCM only file. This is now fixed. Log file would sometimes not flush all contents to disk if the application closed after a large operation had just completed. (this only affects us) Loading multiple compare files and then closing them would cause errors to be shown in the log despite no error occuring. Scalars that display as a drop down menu could have the stock value "changed". The dropdown is now disabled for these. This was cosmetic only. A non error regarding "Get IP Address ran in UI Thread" was sometimes uploading log files despite no error occuring. Energy/Torque Equations where back to front for some uncommon units. This can be downloaded from the website. Ensure you are logged in first. https://www.pcmtec.com/downloads

Can you please download the latest version from https://www.pcmtec.com/downloads The bug with comparing a PCM + TCM to a TCM only file should now be resolved.

Ah so it looks like you are opening a PCM + TCM, then attempting to compare to just a TCM only file. This is a known bug that we are working on fixing. In the mean time you need to compare PCM + TCM with another PCM + TCM file.

The actual files themselves that cause the crash. Can you send them? Or were you just comparing stock files?

Can you email us the files that cause the problem along with the steps require to produce the crash.

Yes. Even then it isn't the end of the world, you might just have to unplug both adaptors if one of them locks up.

Yes you can definitely improve things by tuning the TCM. I've not personally ever tuned a ZF so I can't tell you what to change. If it was me I would compare an XR6T to a Sprint or F6 and see what Ford tune from the factory to handle the higher torque levels, this should give you some ideas where to start. Otherwise hopefully some of the guys here can help.

Yes I do this all the time and so do many workshops. Just beware that if you try and flash whilst you are still data logging or vice versa you can cause weird behaviour. It is pretty easy to forget.

5v should be fine and it just pegs the value at 1.66 or 3.8v from the testing we have done. If you have a resistor handy it can't hurt to use it though. Higher voltages may damage the input over time, I haven't been able to determine what the A/D limits are as it uses a separate chip on the PCM board and not the internal A/D converters that are used for the other 5v sensors.

Had an interesting support enquiry this week. An NA FG with a Raptor supercharger running 8-10psi. The airload was capping at 1.05 causing all sorts of tuning issues, eg too much timing and fuel curve completely screwed once on boost. The solution to this was the following scalars. auF0049 enables "Anticipation" mode where the PCM will anticipate the air flow. This logic also has a side effect of calculating the airload upper limit. If it is disabled the default upper airflow load is 1.05. To fix the issue with the load we simply changed auF0049 to 1 and cylair max factor to 1, this meant the load increased from 1.05 to 1.7 which is what we expected for ~10psi Just posting this up for reference if anyone else has the same problem when doing an NA + T or NA + Supercharged configuration. I think the vehicle made roughly 220-230rwkw in the end with 10psi and 82°C intake temperatures (no intercooler). Intercooler or water meth would see a massive increase in power.

Check the workshop manual for which cylinder is physically which as I am not sure. How do you know one cylinder is rich? Without individual EGT monitoring or flow benching the injectors it is very hard to determine that. You may just have a misfire causing soot if that is how you are determining it.

Yep that table and the cranking PIP table are the ones you want to play with. You can achieve the same thing with the base fuel when cold fuel table as well.

Standard does nothing. Eg you have the standard throttle cut once certain torque/rpm limits are reached. The new cut does the same as the manual launch control, an injector cut with no throttle cut. If you are running the standard torque converter and a small turbo we recommend you do not change it. The standard converter and turbo can easily make enough torque to snap tailshafts and axles with no changes from factory. See this thread for details: If you are running an 800hp+ setup, then that is when launch control is needed to help get the turbo spooled.