Roland@pcmtec

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.

They are not available in the Enthusiast version of the software. You can upgrade to professional for the difference in price if you want to access the other parameters. auF2776 = Workshop (you wouldn't normally change this anyway) auF1890 = Workshop (once again you wouldn't normally change this) auF0296 = Pro auF2577 = Pro auF1898 = Pro

Can you re-read the file from the vehicle and uncheck read TCM. Enthusiast doens't allow editing the TCM, so if you have a TCM file open it won't work. We will automatically disable reading of the TCM in the next minor update.

If the engine speed is under auF11086 (crank rpm) and the throttle is below auF11922 (TPS counts) then it is considered in stall mode and activates "crank mode" In crank mode it uses auF0181 "Multiplier to cranking lambda to taper the cranking fuel" the final commanded AFR is as follows: Commanded_Lambda = auF0181 / (base_fuel_cold - lost_fuel) So in a stock car it tapers from 1.8 to 0.8 when cold. When warm it tapers from 1.1 to 0.7 Lets say we are commanding 0.8 lambda in the base fuel (auF0173) and have 0.085 lambda lost (auF0178) at 0 pips Commanded_Lambda = 1.8 / (0.8-0.085) = 2.5 lambda at 720 pips Commanded_Lambda = 0.7 / (0.8-0.085) = 0.97 lambda So a lower number is going to result in a richer start. I don't really understand how having a huge number like 3 or 4 would have even started at all? Edit: this is backwards, a bugger number is richer, smaller is leaner.

5v You should be able to find a 5v ref in the plug itself, I think it is used for the O2 heater. Make sure you don't use 12v as it may damage the analog input which clips at 1.66v in the BA/BF and 3.8v in the FG mk2

Yeah that will make it lean during cranking for sure

Set the open loop run timer to 60 seconds. I think it is only 10 by default. Once started it should idle fine at 1.0 lambda. It is just cranking that needs to be super rich, don't be afraid to make it 40% richer on cold start. Take a video of each start with the temperature and file it with the tune values you used, you'll quickly see if its improving or getting worse. Don't be afraid to go super rich, just keep track of how it starts vs your changes. E85 needs a lot more fuel. You could look at some GM tunes which do flex fuel from the factory and see what they do for a sanity check.

I'm fairly sure Darryl covered this in some detail in the other thread but the rough guidelines are as follows: If your fuel trims are off by 10% at 0-5kpa and then perfect from 10kpa onwards you should modify the offset (map at zero aircharge) by 5% and then the slope very very slightly in the opposite direction. If your fuel trims are off by 10% at 0kpa and at 300kpa, then you should modify the slope by 5% and leave the offset.

Play with these Commanded lambda at crank auF0180 auF0181 multiplier to cranking lambda. This is per PIP. A pip is an individual cylinder fire. Eg column 18 is after 18 cylinders have been fired from cranking. This effectively decays the commanded lambda from very rich to the actual commanded value. Cranking spark advance auF0209 I've never tried modifying this one, but it makes sense to modify it as the flame burns slower with e85 beware of going too high as you can get detonation whilst cranking due to the very low rpm. Not the end of the world but best to avoid. Then the base fuel table when the engine is cold auF0173. Make sure the bottom row is the same as the bottom row in your base fuel table. The numbers in the example above work ok as a base, but definitely need further tweaking. I have it starting first crank at 8°C in SA however at ~16°C it takes 2 goes, unsure if it needs more or less fuel as its been too warm to properly test. I will optimise it this winter and possibly do a proper write up then.

275/45/19 is a huge tyre, definitely not 35 profile? Got a picture? I'm quite curious how it even fits! I have never seen that code before so I'm not sure however it seems plausible it is the cause. I would try putting other wheels on as a test if you have another vehicle handy. u1900 is meant to be CAN message missing, so either the ABS is going into fault and stopping comms due to the wheel size error, or it some vibration at high speed causing a connection to come loose. I would be betting on either of those.

I would like to add individual USB/Serial support later however initially we will simply support the IO8 cable. So in that case you will need to run an analog wire to it along with a ground. Analog inputs are prone to ground offsets, so the serial direct from the AEM X Series will give you more accurate data, but only once we support it. This support will depend on how many workshops use them and request it so 0-5v input will be what you need to wire up.

Does it happen exactly at 100kph? Do you have different sized front and rear tyres?

We now have 2:1 printable banners and all of our logos available for download. We are looking at organising our own printing however you are free to print and display the logos below if you own the workshop software. Printable Banners: pcmtec-banner.2by1.pdf pcmtec-banner.2by1withbleed.pdf We also have SVG which you can use for T-Shirt logos and can be blown up as big as you want. Standard logo: pcmtec-logo.vector.svg Square logo: pcmtec-vert-logo.vector.svg There is also PNG which is to be used on websites and for small print. pcmtec-logo.1200px-gradient-transparent.png pcmtec-logo.1200px-gradient-dark.png pcmtec-vert-logo.800px-gradient-transparent.png pcmtec-vert-logo.800px-gradient-black.png Here is a preview. Please do not print this version and instead download the PDFs and zip file. pcmtec-banner.2by1withbleed.pdf pcmtec-banner.2by1.pdf pcmtec.logos-package-2017.zip pcmtec-banner.2by1.pdf pcmtec-banner.2by1withbleed.pdf pcmtec.logos-package-2017.zip

You don't have to license it to use it to merge from in the merge wizard. You have to license the file you are merging to.

It is just for cranking the engine. So probably no need to ever change them.

What do you mean "what are you doing with 250rpm column" ? As in what are the stock numbers?

Can you give some more information? What specifically do you mean?

For anyone who is reading the problem Puffwagon found was that our NGEN (native image installer) executed after the intaller finished and took quite some time which could appear as if the installer had crashed. It now runs asyncronously after the installer has exited so you may see 20-50 instances of ngen.exe in task manager for serveral minutes after doing a fresh install.

Occasionally you may read a vehicle only to be greeted with a checksum warning. The warning says you may have a permanent DTC or the car may not be drivable. In 90% of scenarios checksum errors are harmless. Some of the possible causes of a checksum error are listed below: Harmless causes: You have an early BA with a blank VID block from the factory Someone used Ford IDS improperly and wiped the VID block You have a vehicle which was tuned with an early CAPA flash box or other third party software which has no ability to update checksums You used recovery mode on a third party hand controller PCMTEC Editor was closed improperly or crashed. In these cases you can simply save the file and re-open it, PCMTEC Editor will recalculate and update the checksums. You can then flash the file in and the car will run and function exactly as it did previously. If the file does not open utilise a backup from the documents/PCMTEC/1.xx/Backups folder or re-read the vehicle. Causes you should worry about: The vehicle was tuned with a hand held flash tuner which had incorrectly mapped tables. You had a corrupted read due to low voltage or a faulty J2534 dongle. Your PCM flash memory is corrupted. Your PC has bad RAM which has corrupted the file in memory. In the case of a flash tuner causing the error you will see errors in the log such as "non sequential table" or "binary validation error". If you click on these errors and the table has strange numbers/dimensions this usually is due to an incorrectly mapped table in another product. In these cases you will need to make a new stock file and copy the changes over. In the cases above you can try reading the file from the PCM again and seeing if the checksum error persists. If the checksum error persists and the car does not start, you most likely have a faulty PCM or a faulty J2534 cable. If the vehicle does start and run then you most likely have a faulty J2534 cable. In this case do not attempt to flash the vehicle until you have a second cable to test with.

You have set up the axis incorrectly and missed cell no 13. The axis only has 13 values so you will have to skip one and interpolate it which is why Ford did this from the factory. Some of the axis that Ford have done are quite strange, I believe it is hangover from the days where they had memory restrictions. Because of this you often have skip cells and let it interpolate them automatically for you. Eg if you do the following rpm cell 1000 1 5000 5 This would interpolate into the following automatically and save you 4 rows (16 bytes) which adds up. 1000 1 2000 2 3000 3 4000 4 5000 5 Knowing this you should be able to get any values you want, you just have to be creative about it.

Get the stock file, use the calibration wizard to merge your VID, serial and VIN into it. Flip the oil pressure sensor scalar. Then license it and flash it in. You'll need to compare everything as depending on your car/cal it may not be completely compatible. There are no guarantees that swapping operating system will be completely compatible or work however I know of about 5 cases where it has worked without issue.

You don't need to, it will always use the PCM overrides in a mk2

If you have the VID block enabled and a car other than FG Mk2 the VID block will override some of these values afaik.