Bill

Let me know if that works. It’d be great to know if having them set the way you have them, it’ll cause the issues you’re having

@Hermie why is the PATS alternate switch changed? BF speed source should be ABS via CAN, not ABS via wire. Run out of time to look closely at everything else. Time to start work!!

@Barry try setting the low range present & manual transfer case to enable as per VID block below. This what is in HACCKGA BF turbo ZF6 files I have. auF1299 may also need to be returned to stock.

I'm with Roland on this one, I'd like to see it tested first. I'm sure I've seen some of the blokes who've been doing Barra conversion wiring & PCM tuning for years say that when using a FG engine loom & BF PCM, the EOT sensor & wiring has to be added. If you try switching the EOT sensor off & getting VCT to work, let us know what you did. I assume you've checked the wiring near the connector & PCM itself. Also check the wiring loom hasn't rubbed through where it passes over the AC hard line near the PCM. It's a common place for engine wiring loom damage.

You might need the wiring diagrams too

You can find workshop manuals here>>>>> Workshop Manuals - AFF Technical Resources (fordforums.com.au) Look at section 418-00 Module Communication Network

It was limited to workshops but there's an upgrade option for people who don't want or need the full workshop multi vehicle option but want the workshop features for a single car.

It's a custom OS feature.

No worries Hermie. There's not a lot of info in the workshop manual on the couple of reverse light fault codes & it sounds like you've already spent plenty of time checking the wiring circuits. Let me know how you go with it.

I missed the 3.0 ratio. You should change the diff ratio's to from 2.73 to 3.0. The "Activate/Deactivate VID Block Parameters for Final Drive/Tire" etc parameter should only be changed to disable if the VID settings can't be changed to work. You won't get rid of the P1000 code until a complete drive cycle has been completed & all inputs required are recognised eg brake, throttle, gear changes etc, so ignore for now. The P0701 code, I usually recommend checking the wiring between PCM & TCM as a starting point. This will include removing the wiring connector at the TCM, cleaning & checking for damage to wiring, TCM pins, wiring pins pushed back out of the connector or being stretched & not making contact. It could be related to the reverse light issue mentioned earlier although, there's no mention of it now.

No internal fuses You've made an error.....auF1706 is a VID block calibration override & wasn't mentioned above. VID block calibration overrides usually only work if the VID block is disabled, which is often unnecessary & may not be required in this instance because you're running the original modules & sensors & if you're running BF sized wheels & tyres. If you're not & can't adjust within the VID block, you may need to disable VID block & use the calibration overrides. auF1706 should be set back to stock....2.75 for now.

Check all fuses if you haven't already & hope it's blown one & not damaged the TCM. As for datalogging wheel speed, you can add what's required to the standard logging template or create one specifically for doing this. If you use various searches under channels, you can usually fine the channels you're after. eg, search vs & you'll see vspeed come up under transmission....if you want to add it to the logging layout. wss finds wheel speed sensor.

Fixing the speed source as per above should help but you'll also need to get the reverse lights working as this does put some strategies into limp mode too

Speed source should be set to ABS via CAN when using the original ABS module & sensors. 63.999 just appears to be what's setup in a stock file prior to programming the correct VID info. Make sure you check the axle ratio set at the following VID Block plus auF0394 & ZF03985. These may still be set correctly.

Also check the engine wiring loom where it comes close to the AC pipe near the PCM as I've seen a few that have rubbed through the insulation tape & protective conduit.

A5GF is a later release, replacing A5GE & the TCM strategy licenced is the correct match. I'd start by checking the reverse lights are working & then check wiring condition & connection at the transmission connector. Make sure it's clean, dry, wiring pins aren't stretched, pushing back out of the connector, broken wires & that none of the TCM pins are broken/missing or damaged.

What was the fault code?

I had to replace the BA dash in my old work ute because it was too brittle to be handled when replacing the heater core. I also found the wiring had been hacked too many times for an aftermarket radio, telstra lights on module, phone connection and other crap to warrant swapping it to the BF dash I already had in a wreck. I found I could use the BA RCM & BF dash together with a small wiring mod to fix the C1414 error "Incorrect Vehicle ID" fault for the RCM. Refer workshop manual section 501-20b-107 & also wiring diagrams. You'll see that the connection at pins 20 & 21 are different. There shouldn't be a wire going to RCM pin 21 at connector C189a but BF has one. The wire in BF pin 20 must be removed & can be taped up or completely removed when using the BA RCM. The wire at pin 21 gets moved to C189a pin 20. Are you sure there's a wire missing? The audible signal indicator isn't meant to sound unless there's a fault with the cluster warning light & the system detects a fault. Additional info if anyone is going to use a BF dash in BA without changing the RH engine bay harness, it will also keep blowing the wiper fuse if the RH engine bay wiring isn't swapped. The wiper park wiring is different at connector C158 kick panel. One wire from the dash PDB has an extra wiring branch that goes to connector C158. Remove or tape up the extra branch that goes to C158 park wire causing the short & re-pinned the (BO) park wire to the correct pin, which was pin 28a from memory.

I found some info where CRC refers to Torque converter "clutch release clearance" (CRC). Clutch-Release Clearance 101 - Transmission Digest Changing the nominal slip time characteristics for upshifts and downshifts CRC, increases or decreases ms of slip time. I think @Puffwagon is on the right track as the time taken to apply the clutches would be a direct result of increasing or decreasing CRC nominal slip time. Increased time to apply will result in increased CRC for a longer duration, even though we are only talking ms. Decreasing CRC nominal slip time would result in a shorter time to apply the clutches & less slip time. Happy to have input or opinions on my interpretation.

I had also seen this but wasn't sure how it would apply to all the other places where CRC is referenced.

Cyclic redundancy check?

Change to a manual strategy & modify the wiring loom. Same process as installing a C4. If you're not great with wiring, contact Hootons Harnesses or one of the other Barra wiring specialists that've done it several times.

B7CB - HACCKA6 is late BF F6 (2007) & is one which is regularly used in conversions. The HACCK OSID has a lot of strategies, na, turbo, auto & manual.

@adem11 not a problem. Great to hear it's all sorted.

Have a read of Kirby's write up. It give's some channels to log & explains what to look for.