Stephe
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Posts posted by Stephe
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3 minutes ago, Roland@pcmtec said:
Could you email it to support@pcmtec.com instead. It will auto create a ticket. We will be looking up into why the channels are not automatically ticked when loading a tlo. We recently did a devexpress UI library update which may have regressed this. Loading an off-line layout file will also be added to our test procedure for future updates.
Shall do, thanks for your help I appreciate it
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36 minutes ago, Stephe said:
Howdy, so I tried your suggestion and saved selected layout channels whilst connected and logging the car, sadly after closing down the logging and reloading the saved files but is still doesn't load my saved layout.
I tried to send a ticket but it looks like it isn't working, nothing happens after clicking the submit ticket button, the screen doesn't change like it would be expected to, meaning there is no indication the ticket was submitted. One of those days.....
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On 1/24/2024 at 1:20 PM, Roland@pcmtec said:
It looks like the only issue is the checkboxes are being deselected when you re-load the layout. If you can raise a support ticket for this that may be a simple fix when people are free'd up to look at it. Once checked all of the items retain the order and chart position from the TLO file.
Howdy, so I tried your suggestion and saved selected layout channels whilst connected and logging the car, sadly after closing down the logging and reloading the saved files but is still doesn't load my saved layout.
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1 hour ago, Roland@pcmtec said:
A vacuum is 0. A negative pressure is impossible, a relative negative pressure however is possible. It's all because boost guages from the 90s were to show how much "extra" pressure you were getting, but when you are measuring actual pressure, no one uses negative numbers except for people who are used to seeing them.
Depends what you are comparing one pressure to, atmospheric, or 0.if it's atmospheric you'll see a negative number, if it's 0.. It will always be positive.
That explains it quite well, thanks Roland
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8 minutes ago, Puffwagon said:
The best way to wrap your head around it is to remember that the air pressure we walk around in is about 14.7psi.
When a car idles it pulls some vacuum but not so much that it's actually in vacuum. There is still positive air pressure in the intake manifold despite the engine lowering it from atmospheric pressure.
I gave up on anything map related in the logger making sense except the actual boost pressure. The rest of it I just do mental arithmetic if I need to understand it.
Thx puff, some posts not always on here see things a bit differently, but it tends to make some sense to me
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On 1/24/2024 at 1:36 PM, Roland@pcmtec said:
The Gauge units are actually correct by the way. My Mustang reads 450mmHG at idle on the factory dash. Ford incorrectly use their units internally for MAP in all their vehicles. Obviously there is not positive pressure in the manifold at idle, its a partial vacuum, however Ford don't believe in negative numbers for MAP, so it is what it is.
540mmHg is 10.4 psi, -4.25 psig
In the Falcon they use inHg as the default raw units for boost (IBP) and MAP. In their raw unadulterated form if you datalog these values you will see 10inHG or 5psi on the map sensor at idle, and 0 psi on the boost sensor (as its on the compressor outlet). Once on boost you will see 8psi (on a stock car) IBP and 22.7 psi on the MAP sensor.
As this doesn't really make sense (but it does to Ford and still does to this day) we have since fudged the raw units of the MAP sensor to pretend that the native units are InHga, this means you'll see a negative value on your map sensor when in vacuum. Beware however that every single table in the editor that references the map sensor does not have negative numbers, so whilst it may make more sense in the datalogger, you'll now have to add 14.7psi or 101.325 kpa to any MAP referenced table (or change your datalogger units to be psia/inHGa and compare them to psi/inHG. Boost is not affected as this has always read what you see on an oldschool analog boost gauge, it also doesn't read negative due to where it is positioned.
So we have just changed this so you will see -4psi at idle on the MAP sensor when selecting PSI, however if you need to reference this against a MAP referenced table (there aren't that may) you need to change the units to PSIA/inHGA. This might make you happier, but I guarantee it will confuse someone else who goes "why does my custom VE table start at 0 inHG/0kPa). You can't win here. If we get complaints or confusion about this we may change it back so that you will never see a negative MAP value. There isn't really a correct answer here and it is not possible to please everyone.
Here is how your datalog will look now if you take a new one today.
Just for fun, we left all the other DMRs alone in the Mustang so they match what you see on the dash and other dataloggers. MID57543 is is shared on the Mustang/Falcon. MID42519/MID02776 are not we are keeping these in the true ford spirit of "no negative numbers" with their raw native units as inHG (despite it not actually being inHG).
So a negative number doesn't reflect vacuum?
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On 1/21/2024 at 5:41 PM, Roland@pcmtec said:
There are offline and online sessions. If you load a layout then load a previously saved log, it will use the layout from the old log. As your new layout may lack the parameters from the old layout so it doesn't make sense to load it in most cases. Layout are designed to be created and saved when online and logging a car, not when offline.
There is red text that says playback mode and online (I think) these are completely different sessions. Don't expect them to retain each other's sessions. Otherwise someone could send you a mustang log and it would wipe your falcon layout which would drive you mad.
Oh I see, the thing is, after a log of a car has been done, I like to review the log at my desk, as there is a lot of pids on screen I like to remove some so it's less confusing and easier to read and understand, even moving channels in the log layout around makes it easier. So, if I come back to it the next day I have to go through all that again. So I can't save it afterall?
Thanks m8
I haven't got to trying your suggestion yet
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6 minutes ago, Roland@pcmtec said:
Save a layout when you are live logging and see if that works as expected.
If not raise a support ticket with the steps youve taken.
Thanks for replying Roland, I'll give that a go
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Howdy, I wonder if I could get some clarification regarding the saving and loading of the log file and corresponding layout? Reason is that I have tried many times to save a layout that I have setup for the log file I am reviewing. Every time I reload the log, the layout reverts to it's original configuration, and I have to set it up again. I have tried saving the layout, but when loading it back there is no data in the log tab, but I can go to the channels and check the required boxes and as I do that traces show in the log window, but I don't want that. Even loading the previous log means the layout has everything that I have unchecked back again, so I have to do it all over again, it just wastes time, so is there something I'm missing? I appreciate some help please.
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38 minutes ago, Puffwagon said:
If you wanted to test the efficiency of a particular section of intake or exhaust pipe, you would place a pressure sensor in either end and log the pressure delta. It will work for vacuum as well as boost or back pressure. These pressures can be inserted into the data log with the DLP8 that most people already use for afr logging.
This is already commonly used in a workshop setting as a tool for diagnosing intake and exhaust efficiency.
Ok, thanks, we will look into that
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1 minute ago, Roland@pcmtec said:
Yes what Pufd said. The Z axis output is inferred load (the y axis of tuning correction) and the Z axis output of tuning correction is a multiplier to the speed density slope table. Effectively it will fudge the VE for a given throttle/rpm position to account for reversion/oscillations or any other variances in airflow that are due to mechanical characteristics. They should never be more than 5-10% at an absolute maximum. Any more suggests a mechanical issue, eg lack of fuel or poor pipework placement, unequal runners causing oscillations at certain frequencies etc.
Ok, I get the theory behind what you said there, thankyou. To be able to get to the nitty gritty of poor pipework placement, does the datalogger have the ability to log something like that? Thanks
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13 hours ago, Puffwagon said:
If you look at the picture you can see that the numbers are a multiplier.
Forgive my ignorance, would you mind explaining some more please?
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9 hours ago, Roland@pcmtec said:
Just for reference here is the Alpha N correction map. in a B series vehicle.
Note that the axis is Inferred load, not actual load (as that would cause an infinite loop due to load being calculated via speed density).
The inferred load is then calculated via this table. Obviously on a Turbo car your MAP (and hence load) is not static for a given TPS/RPM unless engine load/speed and practically everything else is static, so this is going to be highly inaccurate during transients and especially on turbo applications. Essentially a fail safe and a fudge factor for pressure drop across the TB/oscillations/reversion due to cam angles. Primitive and why Ford moved away from this in the Tricore platform (US vehicles 11+) where they model a delta pressure across the TB instead and blend the MAF signal with the estimated MAP/Speed Density calculation.
Thanks for the info, just to be clear, are the numbers in the table lambda? Thanks
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thanks for the help roland
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so too my knowledge the FG doesn't have a maf sensor but i saw a (MAF LEACKAGE) pid and thought ill log it and yer i have a value in my log. my question is where is it getting a value from if i dont have the maf
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1 hour ago, hjtrbo said:
I've never ever seen that. What sort of tp? Light, mid or high? Did you log the shift pattern and double check oss values?
The tp ang value is roughly 12 to 13 %. The shift pattern was logged, but I don't recall that info, but I did write it down, and the OSS I will look into
Cheers
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So, has anyone seen the zf miss a gear when upshifting at constant tp ang? The log showed this happening. It went from 2nd to 4th.
Cheers
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@Tonez89 hey mate did you end up getting it to work ?
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hey all just looking at my sons tune that has been done by a shop and realised that (auF0067) in drive by wire everything is set to 1 but compared to stock its different. my question is why have they done this ? ....screen shot below
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5 hours ago, Roland@pcmtec said:
Also E85 vs 98 tends to "crackle" differently. So if you have a flex fuel/dual fuel tune, you want less spark retard on the 98 tune as it tends to be louder due to the flame speed being faster.
ok thanks for the info mate
. cant wait to get the multitune
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Just now, Puffwagon said:
Eh we all have our moments
that we do haha
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3 minutes ago, Puffwagon said:
Yeah man there are a couple of references to it being seconds.
oh wow im blind haha thanks again mate
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5 minutes ago, Puffwagon said:
No worries
just one more thing is this calculated in sec ?
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40 minutes ago, Puffwagon said:
Yours will be auF3149, "Close throttle DFSO delay time based on engine speed and load".
sweet thanks for your help mate
. cant wait to get the multitune 
HOWTO: Data Logging
in General HOWTO Guides
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Just sent email to support, cheers