Roland@pcmtec

Any more info? What year, model etc?

Sounds like your DFCO is still not disabled. Does it disappear entirely when the engine is hot? Eg completely silent? A good way to test is coast down a long steep hill and check if your L/100km drops to 0 or not.

Care to detail how you got the BTR to fart?

It was a scalar. I'll look it up next time on the pc.

If anyone wants to try it out, send me a msg on here/fb/email and I can get you an early internal build to play with.

Change these. Here you would change PCMFE back to HACCK if your original OSID was HACCK Then if you had PCMFEGA.HEX you would change it back to HACCKGA.HEX where HAACK was the original OSID and GA was the calibration portion of the strategy Beware that this will now mean you can read/edit the custom OS with other products which may have unintended consequences, so whilst you could read it with other products we don't recommend doing so.

Just change the OSID from PCMxx back to HA*** and the strategy from PCMxxyy back to HA***yy

If you change the osid/strategy back to standard you can still log. Logging is in the works. There will be more info when it's ready.

Almost done.

You need the pro version to use the calibration wizard which will create stock files for you. Regarding a compare I would compare the speed density tables (this will tell you if it has the same head/compression), the borderline knock and mbt spark tables. Then check out the desired boost and openloop wastegate position. Yes this is always a good idea. You can also use the change history to view the differences to stock as well. Whenever you save over a file a backup is saved into my doc/pcmtec/version/backups as well.

I usually recommend people start off by comparing an XR6 Turbo and an F6 to see what they do in the factory. Sprint runs too much timing and is too rich (didn't have the development budget) so I don't recommend this one as a base. The common strategies are listed here https://forum.pcmtec.com/index.php?/topic/105-common-strategies-and-catchcodes/ Without a dyno or knock ears changing anything is always a gamble, as whilst the stock knock detection is pretty good it isn't perfect. I personally have road tuned my own car and it is going strong after several years, but this doesn't mean it is a good idea (It is a test car so I can afford to grenade the engine). With the stock knock detection it will detect severe knock eventually (pretty hard to put a hole in a piston unless you do really dumb things) however it often will miss mild knock which means over time you will damage the ringlands. Hypothetically if I was going to experiment I would look at comparing the F6 and XR6T wastegate and desired boost tables, then compare the spark maps to see how much timing they run from factory. Modifying overboost is definitely an easy way to improve performance, but make sure log that you are actually running extra boost and check what the timing and knock retard is doing. Even better if you can get someone to have a listen for knock.

Have a read of this http://injectordynamics.com/articles/drillbits-and-dipshits/ and these if you get time http://injectordynamics.com/the-library/ You can see the non linearities of the injector flow. The low slope is the steep slope up until about 1.25msec, the highslope is after this and is approximated by the white line. You can see that if you shift the offset it shifts the entire curve left or right, if you shift the breakpoint it shifts the entire high slope left or right.

You need professional or workshop to see the cam overlap adders (auF2260). You can upgrade to professional for the difference in price (there is a product you can purchase online for the upgrade).

The slopes are to attempt to model the injector curve. Eg for a given ms open how much does the injector flow. Due to friction the injector is non linear at low pulse widths. Eg first you have a deadtime, eg a certain time until any fuel at all is released (eg how long the coil takes to physically open the injector) the you have a very small zone (low slope) where the injector will quickly ramp up in flow. Eventually the injector flow stabilises and you get the high slope where the injector remains linear. The point at which the injector flow becomes linear is at the breakpoint. Without data you have to determine this yourself. Usually you can get ballpark (+-25%) by picking another injector or simililar design and size. At idle on 98 and 1000cc or smaller you will be operating on the low slope. You can trial and error this until your trims are ok at idle and light cruise. Light cruise/decel being rich but idle being ok suggest your deadtime is too low. This is because your pulse width is higher at idle than cruise/decel. Cruise being ok but idle being too rich suggests your low slope is off. Next turn on closed loop and use your LTFT to further improve this until you are close 0 to 2% in all idle, cruise and decel scenarios. It takes a few minutes for the LTFT to stop changing. Next force open loop again and make up a breakpoint and high slope and check your mixtures on load, once they are ballpark turn closed loop back on and further adjust the breakpoint and slope to hone it in. Remember that fuel injected above the breakpoint (on boost) is offset + low slope + breakpoint + high slope. Eg all these constants affect fueling. Below the breakpoint only offset and the low slope affect fueling. Eg cruise, decel and idle In decel and extremely low load the offset almost entirely dictates your fueling error. There are some good graphs by paul yaw at ID that I will post up.

Look at shift pattern x under "ZF Shift/Lock Schedule". There is a thread which lists the common shift patterns (tiptronic, cruise etc). it is gear transition vs throttle with the number being output shaft speed, so you'll need to calculate the number based on your gear ratios.

Do you mean the kickdown? Or shifting up gears?

So the car cranks but won't fire?

That may screw with your fuel economy doing it at 0.2 load. Datalog at cruise to make sure. Also post a video! Thanks for sharing

Is your battery flat? Needs to be above 12v for the vehicle immobiliser to work.

If it cranks the flash succeded. It won't crank unless the calibration is running. A normal flash will achieve the same as a recovery flash. Recovery just let's you flash when it won't detect.

It ignores all errors. When a flash has failed the detect method will read all nulls and fail to determine what the vehicle is. The PCM will also be stuck in the bootloader so all normal read PID commands will also fail. By selecting recovery mode and selecting the pcm type manually it will ignore all errors and force the tec file in. Even if you select the wrong flash type it will let you continue so it is not recommended unless you have a failed flash write or have flashed an incompatible os.

So to summarise. Set CFC delay to at least 5 seconds. 98 octane use a timing value of ~10-14 E85 you can go much lower. Those of you running much lower timing are you all on e85?

What have you changed to try and improve the shift speed?

What about the torque tables in the PCM ?

Have your torque tables been modified? We've had instances where the car is better with the stock torque tables.