Roland@pcmtec

Do some more research with the stock calibrations. Also data log how much knock you get with the stock calibration out the factory (hint. it already pings a lot!).

No

If they are the same OSID you only need one license

No problem! Happy to help.

Yes there will be no issue at all. This guide is mainly to prevent accidentally licensing the PCM twice in the case where the OSIDs don't match and you license the wrong file. It is all about determining what the possible OSIDs are for the vehicle and which one you want to use. Then finally correcting the strategy/osid so that your return to stock functionality works in the editor.

"Say I never want my boost to over-boost pass 19psi" Then you need closed loop boost control at say 18psi and you need to set overboost at 20psi as a last resort (will command 0% duty cycle)

To convert an existing customer to PCMTEC and avoid accidentally licensing the vehicle twice follow these steps. Perform a read of the customers vehicle and save the file (do not license it) as tuned.tec Return the customers vehicle to stock using the hand controller. Perform a read of the customers vehicle and save the file (do not license it) as stock.tec Make note of the door tear tag, the tuned (if you didn't tune the vehicle originally, you may not be able to determine this) and stock tear tags. If they are all the same there is no problem. If they are different OSIDs you need to decide which one to license. If you decide to use the stock.tec you can license and flash this straight in without issue. If you decide to use the tuned.tec you need to first license the file. Then manually correct the OSID to that of its tear tag (Note. Ensure you use the correct osid, it must match, this may be different to the stock.tec file and door tear tag so double check). You will then need to correct the strategy as well. This ensures you can datalog and you will get the "return to stock" right click options. If you decide to use the door tear tag instead, follow the return to stock HOWTO guide instead. As the licensing system uses VIN/Serial number and OSID and you have a different OSID in the stock.tec and tuned.tec files it will prompt you to license both seperately. In this case ensure you decide ahead of time which OSID you wish to license. Update: we now have a "fix corrupted osid" option under calibration tools, this will ask you for the correct catch code and automatically correct the OSID/Strategy for you which will allow all compare/return to stock features to work correctly.

That is just a factor of the gear ratios, they are fixed.

I honestly don't understand what you mean by drop in revs. The difference in rpm between 2nd and 3rd gear is fixed based on your gear ratios, I don't really see how it can vary.

Yes. Stock file wizard/calibration wizard is for pro/workshop only. We have an upgrade option on the website to professional for the difference in price. https://www.pcmtec.com/enthusiast-to-professional-upgrade Otherwise once you do a read from your vehicle it will automatically download the stock file for that vehicle.

What do you mean drops 500 revs? The rev drop is based on the gear ratio, its a mechanical connection so you can't change that. Or do you mean it drops from say 3500 to 3000 rpm, but then when the gear engages the revs come back up to say 3200 rpm? Do a compare to stock of the tune, you'll quickly see where it has/hasn't been tuned.

I'm not really sure what you mean by dropping too many revs. A datalog or a video would help. Also we really need to know if the ZF has been tuned or if it has been physically modified (rebuilt).

Do you mean it is clunking into gear? Or it is missing a gear completely? Has it been previously tuned? Anything show up in your compare to stock?

Take a screenshot of the tree.

What happens if you manually browse for those items? Which vehicle? Not all vehicles may have that logic in the PCM.

Load = airmass / maximum cylinder airmass at atmospheric pressure. So in an NA car technically the maximum air mass you can get is when vacuum drops to zero (eg atmospheric air pressure) which would be a load of 1.0 In a turbo charged vehicle you can go above atmospheric air pressure and hence load goes above 1.0 Eg atmospheric air pressure is 101kpa so at a boost pressure of 101kpa (total pressure = 202kpa) you would have a load of 2.0 101kpa is 14.7 psi of boost If you run 30psi (206kpa) your load would be 206 + 101 / 101 = 3.0 load etc

We are working on the UI now so we should have a our basic logger out soonish.

The closed loop fueling controls the afr to 1.0 lambda, it has nothing to do with closed loop boost control which controls boost pressure to that which is in the desired boost table. There are probably 20 closed loop PID controllers in the PCM.

In an FG the wastegate duty cycle is "auF16463 Predicted Open Loop Wastegate Duty Cycle" and Desired Boost is auF16459 "Base Desired Boost Pressure for Turbo Control"

I would recommend trying Ford IDS. I believe the ICC/BCM also need to be configured to allow cruise control. You are correct in that the PCM does the actual cruise control facility however parts of the cluster are controlled by the ICC/BCM

We have never done this before so we can't really give you any advice on doing this. You will most likely need to activate cruise control in the ICC/BCM using Ford IDS. Have a look at this thread, they may be able to assist you. https://forum.pcmtec.com/index.php?/topic/86-cruise-control/&tab=comments#comment-456

Depends. If you are running everything open loop you need to adjust your wastegate duty cycle until you reach your desired boost. If you are running closed loop you need to adjust your desired boost (uses inHG units) and also adjust your open loop wastegate duty cycle otherwise you will get oscillations when going in and out of closed loop/open loop. The recommended procedure is to force open loop. Get your 15psi via the duty cycle table, then set your desired boost table to match what you are measuring boost wise. Then if you run your car on a freezing cold night it won't over boost.

See the custom OS thread. It interpolates between the two based on the flex fuel sensor output. Eg E42.5 will be ~2.5volts hence 50% of 98 map + 50% of e85 map The advantage is you can fill up with 98 if you daily the car and aren't near an E85 pump, you also don't need to empty the tank completely when switching fuels. To do the full flex fuel tune you require a flex fuel sensor. Danny at Springy Performance sells a complete kit with fuel fittings and O2 sensor loom.

Update: This is obsolete in Falcons with a steering wheel as you can use the multi tune to select tunes/boost etc. This guide is only applicable for conversion cars without a factory steering wheel. To achieve dual maps in the flex fuel custom operating system you can wire a switch into the second o2 sensor input (pin A37). This will require a custom operating system with "dual maps" enabled and "user configured voltage selection". A great pinout is available here. 5v can be sourced from pin A36 http://www.thebarraguide.com/pcm-a-connector/ Here is the “Blend Ramp” for spark. By setting 0.6 volts to be 1.0 ratio it means once the voltage hits 1.1 volts it will use 100% of the other spark table. Once the voltage drops below 1.1 volts (eg switch off) it will go back to using the normal maps. The O2 Sensor input can read a maximum of 1.60 volts, anything above 1.6 will clip. 5v is the limit of the hardware, above this you may damage the input, eg do not wire 12 v into this input. auF100010 Any maps you wish to disable or not use, simply set the following blend curve ratios to entirely 0. This will mean the the PCM only uses the original maps under all circumstances. "Blend Ramp for Boost" auF100013 "Blend Ramp for Fuel" auF100012 "Blend Ramp for Spark" auF100011 "VCT Blend Ramp" auF100015 Finally you could also use a variable rotary dial to allow variable boost/power. This could be infinitely variable, or with various stages of boost.

I had a bit more of a think about this and it sounds like a VCT system problem. If you log your cam angle and cam error at idle I am willing to bet it is large hence the car dropping compression and running terribly as the oil pressure has dropped off when warm. I'm not sure where you are located but if you send us an email I can give you the contact of some workshops who have tuned big cams with a modified VCT system and can most likely help you out. The issue will most likely be with oil supply in the head or with the VCT actuators themselves.