Roland@pcmtec

If you are getting boost spikes on timing retard play with this table. auF3002 "Change in spark adder to waste gate duty cycle" This is a multiplier to the wastegate duty cycle for spark retard. So as you can see on 20 degrees retard it should be commanding ~10% less duty cycle. Try blowing this table out until you get no boost spike. Note that this table is only available in the FG

We are very close yes. Just finalising the update to the Editor software to facilitate the custom OS, the actual operating system itself is complete pending final testing. Danny @ Springy has tested his kit with the Custom OS successfully interpolating between various E85 blends already. I don't see any reason why you won't be able to get a full flex tune in the coming weeks.

You also need to disable DFCO via these scalars. I set auF1265 to 8 seconds so that you only get a fuel cut after extended deceleration (eg coasting down a long hill). You will get more fuel usage doing this though.

Change "Spark angle to use under deceleration conditions" auF0228 If you put 0 degrees timing in 3000 and above you will get VERY LOUD backfires on deacceleration. I found around 10-12 degrees provides a nice crackle without being too obnoxious

The issue with this is the wideband doesn't emulate a narrowband, so all the self learning logic would no longer work correctly. There are other possible uses however that the wideband input could be used for.

edit: This thread is now super seeded by the speed density tuning guide found in the link below. However if you would like to understand the full mathematical model behind the calculation then continue reading this thread. Speed Density is the name of the air flow model that the Falcon platform uses. Speed density works by calculating the airmass at any given point in time, the PCM can then easily infer how much fuel is required for a given commanded lambda. Now to calculate the airmass at any point in time you need a lot of information. The following will all influence the volumetric efficiency and hence total airmass. RPM, Intake Cam Angle Exhaust Cam Angle Overlap between intake and exhaust cam Air pressure (MAP) Air temperature Humidity Exhaust gas recirculation The PCM takes all of the above into consideration and then uses this to determine airmass. This takes on the form of the following two equations (approximately) slope_mod = 1 / auF16454 fg, auF16632 bf tuning correction (rpm, load) * (auF0059 fg , auF0061 bf slope of map (n, cam_angle) + auF2928 fg,auF0064 bf slope overlap adder (rpm,overlap_angle) ) offset_mod = (auF0055 bf, auF0056 fg map at zero (rpm, cam_angle) + auF16657 fg, auF0066 bf exhaust cam angle offset adder (rpm, overlap_angle)) * slope auF16454,auF16632 is a fudge factor map to account for non linearities at low rpm. auF0059,auF0061 is the main "slope" factor auF2928,auF0064 is an adder to the slope for exhaust camshaft overlap to account for air that is lost out the exhaust volumetric_correction = various tables used to correct for intake temp and coolant temp. You should never need to touch these. The Final air mass equation is as follows. Cylinder_Air_Mass = volumetric_correction * (MAP * slope_mod - offset_mod) This can be approximated by: Cylinder_Air_Mass = MAP * Slope_mod - offset_mod To further approximate it: Cylinder_Air_Mass = (MAP - auF0055 bf, auF0056 fg map at zero) / auF0059 fg, auF0061 bf slope of map Now that we know how the airmass is calculated we can re-tune the various tables for different camshafts. If you have large camshafts ensure they are installed so that you have 0 overlap (this will be mean installing them differently to the manufacturer), then command the required overlap so the PCM knows how much overlap there is. If you don't do the above you will need to recalculate the base offset and slope tables instead. Eg increased overlap (big cams) with the stock VCT system installed and a large commanded overlap can be tuned by modifying the various overlap adders depending on where you have issues. If you have issues at low load/map you should modify the offset auF16657 fg/ auF0066 bf If you have issues when on load you should modify the slope auF2928 fg/auF0064 bf If you have installed the camshafts with overlap (how most tuners install them) and are not commanding any overlap then you should modify the following tables If you have issues at low load/map pressures modify the offset auF0055 bf /auF0056 fg If you have issues on load then modify the slope auF0059 fg / auF0061 bf Note. The PCM also uses a second airmass model to calculate transient filtered airflow for tip in and other events, the transient equation is approximately as follows: exhaust_gas_recirc_factor = modelled based on how much exhaust gas will recirculate into the intake at certain times air_previous = various fudge factors based on manifold filling and the previous air mass last cycle Transient_air_mass = volumetric_correction * (air_previous + exhaust_gas_recirc_factor * (slope + offset / map)) This can be approximated by Transient_air_mass = air_previous + map * (slope + offset / map)

I've never tried doing this sorry. I suspect you need to use IDS to reprogram the BCM/ICC etc to expect these signals and ensure the data is passed back onto the PCM. As far as I know these signals don't go to the PCM but rather another module, it then sends this data back to the PCM via canbus. I could be wrong however.

SCT doesn't read existing tunes. HPTuners will give a checksum error as they won't support it.

I don't think you can log load without DMR logging. We will have this soon.

Please continue discussion in this thread:

The principles are identical. We have everything mapped that they do plus a huge amount more. You would need to find the corresponding tables in our software etc however this wouldn't be very difficult. If you have trouble we can always assist. They aren't teaching you how to use the software rather than teaching you the principles behind what to change and why. This will carry over to any software package you use.

Nizpro do a great course which is worth doing if you'd like to understand it in detail.

First round of testing complete by Stathi at IMS today with great results. We have the second o2 sensor reading 0-5v and all maps blending. Finally we just need a few more tweaks and to implement the variable stoich calculation and we are ready! Hopefully have everything read for public release next week if all goes well.

Flex Fuel is now available for your Falcon using the stock PCM coupled with our custom operating system. The flex fuel custom OS utilises the second O2 sensor on BF/FG as the flex fuel sensor input. This will require a converter (zeitronix or other) to convert the standard flex fuel PWM signal into a 0-5v signal. Pirotta Performance has developed a plug in loom for the O2 sensor for this purpose. The BA Falcon uses the boost sensor input. The operating system works by duplicating the main boost, spark, fuel and cranking tables. The OS then blends between the standard map (98) and the new map (e85) depending on the alcohol %. Each table has its own configurable blend ratio so you can blend in a non linear fashion if required. Eg you can run 100% of the e85 boost map at e70 but still keep a linear blend for spark. The custom operating system costs 4 credits to upgrade an existing license ($100) or 7 credits to license from scratch ($350) which makes it MUCH cheaper than any of the after market solutions available. Here are some screenshots of the new tables that are available by default. The wizard then allows you to pick and choose extra tables to be blended. http://www.fordxr6turbo.com/forum/uploads/monthly_2018_08/image.png.ecedb3bc19bb1235844f359f8c2f862d.png

Looks like your torque module switch is set to 0. This is almost certainly the cause. I don't know why tuners still turn this off, it stops a lot of stuff working correctly.

Darryl and myself have both had a look and nothing stands out. The other workshops we asked have said they've never had an FG that doesn't have this feature either. Does the car do any fuel cut at all on shifts? What about spark cut? Is the car still running the original FG ZF?

I'll do a compare to stock of the file you sent us and see if anything stands out.

Firstly what happens with the stock strategy? The BF for example doesn't have the individual cylinder fuel cut on shift that the FG does, so it is possible that some early FG strategies don't have it as well. A good test will be to try the stock tune and see what it does to ensure that feature exists. Then we can do a compare of the torque reduction settings to a known car that does it. What strategy was your old vehicle which did have the burble? I will do a compare of the two.

Mk1 and mk2 are very different so it is not possible to swap os.

You can easily copy in a compare file by selecting it from the dropdown menu and pressing apply. However if you want to copy one table to another you'll need to do it manually. Ctrl + A -> Ctrl + C -> Ctrl + V should be pretty quick though.

What strategy? it may have different parameter numbers in the NA.

Is it a BF/FG XR6 Turbo? Do you have all the view levels enabled via View -> PCM -> Workshop etc?

Are you using the Pro version of the software?

Send us an email with your file and the specific scalars you can't find, or if you are happy to share publicly you can post it here as an attachment.

There is a list of common strategies here: The XR8 Auto Sprint I believe is HAFK0XB / XEAB and the manual is HAFK0VA / VEAA