Roland@pcmtec

Yes but you won't be able to see that from the list, you'd have to manually open each calibration to check that. This is the figure I'm talking about. You can filter the list as well like excel to really narrow it down. Then sort by spark value (click the header to sort by it). The lowest values will be the FG Sprint, F6 etc If the F6 runs different injectors you could sort on low/high slope as well to determine which ones are running different injectors.

You can probably figure it out from the average spark value that we have listed, that will most likely be different and stand out.

Do you have a catch code for a BF F6 ? You can probably work it out from the calibration list in the software. It is under calibration tools -> show calibration list.

Didn't realise it was you Nigel! Were you looking to do it for them, or the customer was looking to purchase and do it themselves?

Depends. If the vehicle is the same model and all the modules match up it will probably work, no guarantees though. If the modules (ABS, BCM, etc) don't match up you might be stuck with a DSC/ABS fault or other items that don't work correctly. Eg if you flash a BA F6 into a BA XR6T you get a permanent low oil pressure light as the F6 ran a different oil pressure sensor. If you know the strategy/catch code of the BF F6 you could do this with professional. There is a list of common strategies here, no guarantees that they are completely compatible. Otherwise the workshop version of the software contains a full list of all ~900 strategies which you could go through to try and find the one you want. Remember that you need to license each OSID separately. https://forum.pcmtec.com/index.php?/topic/105-common-strategies-and-catchcodes/ Personally I would just take the car to one of the workshops and get it dyno tuned.

I mean loop the canbus wires. If you don't do that the canbus will be broken and nothing will work. You will still need to do everything else related with the swap. I can't tell you what is required there as it depends entirely on the vehicle. There are too many variables and differences to write a guide there. This post was just to help with this specific problem which has caused a few workshops to burn 2+ days diagnosing a swap that was partially completed by a customer

Had a few people get stuck with these an an FG ZF6 (maybe the same on BF, unconfirmed). If you transplant the entire engine bay, trans and dash loom from a 6 speed manual into your auto vehicle you will have a much easier time wiring wise. If you keep the auto loom and do all of this there is a modification that must be done (and probably others but definitely this one needs doing). Now that you don't have the auto transmission C14 etc will no longer have the canbus loop seen here between 915A and 915B and also the loop between 914A and 915B will be missing. You now need to create the canbus loop between these wires on the back of the plug as seen in the photos below. Without this the canbus circuit is open and your vehicle will not run. Conversions are a headache so if you have any more information on what is required please add to this thread.

Hi everyone. You might be seeing this error in the logs on startup the last few days. The editor will still work correctly however it will upload your log files each time you start it as a result. If you have slow internet this may slow down the editor at startup. There is an updated 0.75 available here which resolves this issue (no other changes). Make sure you are logged in if you can't see the link: https://www.pcmtec.com/downloads

Better than my skyline, I managed to fit the wrong intake manifold gasket and not even notice that it was wrong. Took me a while to figure that one out.

Personally I'd run it open loop if you want to get the idle better. Otherwise the overlap will induce a false lean reading which will eventually peg the LTFT at +25 and spit fuel out the pipe. Make sure you retune the overlap SD adder tables at high overlap as well to help the PCM have a better starting point.

Sometimes it is just the simple stuff! Definitely recommend a smoke machine if you work on boosted cars regularly.

Definitely recommend getting used to lambda readings, it makes it a lot easier to switch fuels without having to re-calculate in your head. Also worth remembering that a wideband measures oxygen, so if you run big camshafts with overlap you can read lean (due to oxygen in the exhaust) but still have fuel dripping out the exhaust pipe. So you have to use some educated guess work to know if what you are reading is actually what is going on inside the engine.

Maybe fouled plugs? I would check the long term airflow and fuel trims before and after also. The computer might be getting confused with the false lean idle and making it run excessively rich. Try turning off long term fuel trims and see what happens as an experiment.

There is more to it than that. Firstly you need pro to get the file in the first place. Also you need pro to flash the ZF. Then if you merge you need workshop as there will be thousands of parameters in workshop that you won't be able to see. You could just blindly flash the entire file with pro but you may run into diff/gear ratio issues if they aren't the same. Finally if you have modules that don't match you'll be stuck with a check engine light and non functioning ABS. If this was the case you might need Ford IDS to reprogram it. Definitely recommend you pay a workshop to do this for you. This sort of stuff is a headache to do which is why I doubt anyone will touch it for under $600

Here is how I diagnose a vac leak. Log spark then pull the PCV line off the rear left of the rocker cover. You should see the idle spark drop to 0 degrees to try and get the idle speed down. If not much happens and your idle spark is already very low (eg below 10 degrees) it indicates a vac leak. Idle spark will usually clip at -2 I believe.

Assuming you added a lower friction under drive pulley? No other changes? There is an engine friction model and torque at idle table which would be the proper way to fix this. You could also fudge it my adjusting the idle air flow or even just dropping the idle rpm. I'll have a look at what the tables are called for you when I'm on a PC Edit: could be an idle air leak as well. Eg if a vac hose has come off that will cause this as well. What is your idle spark sitting at? This will tell us if the spark is pegged at 0 degrees etc.

Too early for that, we don't even have a pause/stop button yet! When it is closer to release we will let people know in here if they would like it trial a beta version. I'm working on this close to full time at the moment, so it should happen soonish! What do people say these days, 2 weeks away? ?

Yep this is basically it. The WOT setpoint is defined by another scalar however as this map only goes to 500 the PCM will peg the values at this bottom row from 45% onwards.

Are you taking the piss?

Yaxis is throttle. 500 is roughly 45% So 0.87 dropping to 0.75

Data logger development is back underway. We now have dynamic logging where you can select/deselect channels in the middle of a log. The video is mainly to demonstrate the mouse pan/zoom features which does away with the need for a manual axis setup which can be very time consuming to set up. The layout will still be changed quite a bit. Ultimately we will be aiming for a layout similar to the mockup below with 4 main charts each with 4 (standard) or up to 8 traces per chart. The current value and label will be shown on the side. There will also be a grid view with all active scalar values, this will mainly be for logging text values (torque sources) etc and you don't require a graph view.

Great news!

You can check this by opening up the stock tune file or reading it from the vehicle. Lambda stoich is usually 14.63 from the factory which they will command at idle and cruise. This is a typical base fuel map for an XR8. Remember there are lambda modifiers as well. Eg exhaust/cat overtemp (0.7 lambda) and enleanment for torque reduction (1.05 lambda).

FYI I've put some more information regarding this here:

A few people have asked how to remove the throttle limit on the 5.0L supercharged vehicles. A good way to start with these kind of problems is to compare the FPV or Sprint calibrations to a stock calibration. Eg a FPV 351 auto calibration is HAFJ1K2 and a standard 5.0L auto calibration is HAFH5HB Here you can see the following tables have been tuned by Ford. Desired throttle angle (auF0077) increased from 419 to 579 Throttle Angle auF0083 has been increased from 60 to 80 Throttle Angle B auF0084 has been increased from 60 to 80 IPC conversion of percent accelerator pedal angle to desired throttle angle auF12514 Delta pressure across the throttle plate auF10980