Roland@pcmtec

The resolution doesn't have anything to do with it. It will still interpolate the timing and peg at the 1.2 load. At half throttle or low boost it will be less punchy than it could be if the tuning was optimised for the part load. Its possible you had knock control kicking in previously in the midrange and it wasnt adding the timing back until later than it could have. That could explain why less timing at 1.0 load means you can get more at full boost (what turbo and load do you have) Have you done a map trace of knock vs load on the previous map and the current one?

Make sure you do not turn off over boost or tmap protection as well. This will save your engine.

I don't think the system gain of an internal gate is similar enough to an external for it to work. I'm not sure how configurable the black box is, maybe if it lets you tune all the PID gains it would work.

That is good news!

The decimal places in the bottom left of the Log section. Have a read of the datalogger manual for more information under the help menu.

They require an external controller which is fairly complex, the external controllers likely need current boost pressure, desired boost and many other signals to be tuned successfully. I don't think they would accept a straight PWM input which is all the factory computer outputs.

No worries. Good luck!

We aren't actively developing any new firmware for the Falcon anymore. It would be possible but it would be at a huge cost which we couldn't justify. Using the built in torque reduction as you found is your best bet. You can adjust how much spark retard is commanded as well via the torque requestors, min spark ratio for torque retard and finally the min spark clip.

Can you try pressing the + button to increase the decimals. Or alternatively check what the units are, it may be set to seconds with not enough decimal places. Set it to milliseconds with 2 decimal places and you should see a meaningful number.

Base spark is MBT + any emissions or other adders. It will use the lowest value of all the different sources from MBT, BLK etc + the adders. Basically you can assume this is using MBT when it says base. Check auF2727 "Base spark retard for NVH", there are also a few emissions tables that subtract spark, these can come into play in some calibrations (Most have them zero'd). If these adders are active then it will likely report the source as base. It can also report base spark when coming out of oscillation control, eg if you stab the throttle in first gear it will trim the spark to try and avoid driveline shuffle. It will then ramp back out of this mode. You might have seen tip in/tip out as the spark source prior to it saying base. The intermediate value you can datalog for the various spark sources are. MID90840 Spark Base MID91036 Spark MBT MID91051 Spark Base for NVH (noise vibration harmonics) MID90837 Spark Base for Anti Fouling (zero'd out in all cals I've seen) Also have a read of this if you haven't seen it before.

You can also visit the calibration list in the workshop edition to open/compare stock files that way.

It is not official policy but if you make a genuine mistake when licensing we have been known to refund credits on a case by case basis, especially if its for the same PCM. Eg if you license the F6 file and find its completely incompatible with your PCM hardware for some reason etc. Reach out to https://www.pcmtec.com/contactus and put a ticket in if you need to.

Fuel pump control I would imagine is the best place to start, you can modify the duty cycle table and limits.

Just for reference did you have to change any scalars to prevent a limp mode due to excessive torque converter slip? I had a look for another customer and the scalars that looked like they would assist with allowing a high slip ratio were the following (don't have the descriptions handy). ZF20435 ZF04082 ZF04084

We recommend the DLP 8 channel analog input cable. You can then wire in analog inputs and scale them using equations. Canbus based datalogging is something we have wanted to do for a long time but resources haven't permitted it. We are working on a canbus based flex fuel device for the newer Fords, as part of this we may add datalogging for other CAN IDs.

440 is tiny why are you running them? Why not just scale them yourself using a scatterplot?

Try them all! You could also contact ZF directly as well. They might share it with you (the adaption procedure)

Have 5 years of prior programming experience and either a bachelors in computer science or engineering. Most of us have 15+ years experience writing software. Darryl started in the 80s and you could say he has 40+ You actually don't need to know anything about cars to do most of what we do. Definitely helps if you do though!

@Kirby@PCMTec is going to work on giving those parameters some decent names and descriptions shortly as well.

Unfortunately Matt has moved on to another job so datalogger development will likely be halted until we can afford more employees. We will continue to fix bugs however there won't be any new major features in the short term.

Yes this must be done. This was a great find by hjtrbo. There are a few other scalers as well that set other ranges, however I assume they are there for good reason. The learning algorithm will expect temperatures to be within a certain spec. I suspect you could lower it to say 10 just as a test though. Absolutely brilliant work guys! Let us know how long it takes to re-learn with the temperature threshold set lower.

I did a bit of search and I reckon the following scalars might reset the learned data ZF02841 Prevent the deleting of the Adaptation data by the initial start (ON=1, OFF=0) ZF02859 Switch for activation of the EEPROM data handling EE_SPIEGEL 0=OFF, 1=ONLY START, 2=ON These likely are how fast it can learn ZF01162 Maximum permisisible change of the adaption value (mbar) ZF01162 Maximum permisisible change of the adaption value (timer) TSF I think is time ZF03011 Lower limit of TSF adaptation value for the clutch 0=A....4=E ZF03010 Upper limit of TSF adaptation value for the clutch 0=A....4=E PF I believe is pressure ZF02971 Upper limit of PF Adaptation value for the clutch 0=A ... 4=E ZF02972 Lower limit of PF Adaptation value for the clutch 0=A ... 4=E ZF02886 Switch for activating/deactivating the shift pressure adaptation, valid for CRC adaptation 0=Off, 1=On, 2=On+Initialization ZF02863 Switch to activate/deactivate the flare adaptation 0=Off, 1=On, 2=On+Initialization ZF02842 Switch to enable modification of shift adaptation depending upon stroke adaptation Then there are all of these They use adaptation and adaption interchangeably. Loads of stuff you could play with here.

8R29-7J105-DF_TCM_with BF serial.tec Try this. You'll need to license it as well. Enable recovery mode when flashing and it should stop the warning about mismatched OS etc. Note that I had to do this manually, the editor normally blocks you from merging the serial in (for good reason). The trans should go into limp mode once that file is in, I'd power cycle everything, then put the correct file back in using recovery mode and then check the adaption values.

@Billthat file you attached is that with the serial of the TCM you are trying to flashing? If not can you send the licensed TCM file you are using currently in the bench PCM and I'll make a file with the wrong calibration in it but the same serial, that is all you really need to do to make it flash.

Yes just doing a recovery write should fix anything.