Bill

I believe this one's been sorted. The brakes weren't coming on. It had other issues

APS-234 is the best option so you have factory boost control. If you're using the APS-231 & turbo ZF6, starting with a turbo pcm/tcm strategy & setting it up with external boost control would be the less desirable method but an option that should also work

Can't argue with you there, he's a guru when it comes to these Barra swaps

Based on the strategy / teartag you've provided, I'd guess it's a na APS-231 pcm so won't control boost. Unfortunately, I regularly see na+t pcm's advertised as turbo pcms & usually make a comment & suggest the add be edited so as not to deceive buyers. If you want to have FG factory boost control, which in my opinion is the best option, you'll need to source an APS-234 pcm. Others have mentioned Brett at Custom Machine Works. If you're lucky, he may have a FG turbo pcm he can provide & advise what the matching tcm strategy is so you can reprogram the na tcm to match. There's no listing against HAEE3A4 / A0AE for the TCM strategy but ZF03987 and auF1692 match. You might be lucky enough for it to drive without having a TCM mismatch but there's still more work to be done for it to run as a na+t. Again, another reason to source an APS-234 pcm & sell it as a na pcm

Number one BA Falcon diagnostic tool 🤣

It sounds a lot like a faulty pcm

Try recovery mode. It's not uncommon for the BA pcm to have no VIN or VID block issues that prevent some scan/programming tools from connecting or reading. I've had a pcm that was sent to me because it wasn't able to be read by the tuner. The VIN was an incorrect format & also had a mismatched strategy & OSID. It was readable using recovery mode. What issues are you having apart from not being able to read that make you think it's failing? I've found that you can use an ABU-221 or ABU-251 pcm as a replacement on the BA V8's. I've previously replaced 32KC with 32KG & from my understanding, it's an update to 32KC. Filtering BA 4V, manual, & excluding GT variants, there are 4 options. They all share the same OSID HABNC. If you compare the strategies, there's not much difference between them.

Great to here it's resolved. Thanks for updating the post with what you've found 👍

The reverse circuit is as you've suggested, controlled by the TCM. I've seen people run into issues on conversions where it has caused issues but only on some TCM strategies. Is the reverse circuit open due to an "incorrect strategy/SW version/Initialisation type nested circuit" or has it open circuit due to adding fluid. See some of the things I highlighted in the previous post. Changing the TCM strategy to MC should soon provide an answer fairly quickly.

Here's a few differences between 5R29-7J105-MC & MD. Not sure what they relate to exactly but may be why you're having problems.

Looking at the Oak Strategies list, the correct TCM calibration is 5R29-7J105-MC Try this calibration & see what happens. I didn't see anything in the tune file that would cause the issue.

I'd set auF1692 back to stock & flash the new TCM with the original strategy 5R29-7J105-LD, as per factory setup. As long as there's no wiring issues or problems with the replacement TCM, it should work as normal & rule out any possibility of mismatched modules. I'm also assuming the PRND issue has only occurred after the gearbox swap. If you don't have a read of the original TCM, use the create stock file/calibration merge function to create the new TCM file.

As @hjtrbo has said above, you'd need to read the tuned PCM first to see what you can do with it. To do that, you'll need an active PCMTEC account & genuine Tatrix cable or other suitable cable. If the PCM is PCMTEC tuner locked, you won't be able to use the file.

It is possible to just licence one PCM but there's a bit of reading you'll need to do beforehand, so you know how to & are aware of the problems that you may encounter. It may not be a straight forward read, flash & away you go, your vehicle may have different factory build options or modifications, requiring changes to the tune file to eliminate limp mode or other problems caused by copying an incompatible strategy or VID block. There are also instances where a tuner lock will let you read & save a file from PCM 1 but not edit or write to it to PCM 2.

Whenever time permits mate. Performance & stability trumps this sort of thing

@hjtrbo if I remember correctly, that was correct for FG only. I'd looked at that a while ago & if filters were applied to "Forced" "YES" & "Average load spark filtered" " 9.7?", it would only show "PCM Type" "APS-234", so only FG F6. It excluded ALL BA & BF turbo strategies. BA F6 is simple because they're all HAAT. BF F6 requires a bit more effort as I'd found that there were XR6T & F6 that were both 5.8? It may have even applied to all BF turbo including F6. I started looking at the BF XR6T when I had one with ABS mismatch & oil light issues. It had a PCM replacement that was HACCKC6 F6 instead of HACCHB5 XR6T. I was comparing the files before deciding if I'd revert to stock or change the oil light parameter & reprogram the ABS & saw they shared the same "Average load spark filtered".

@Roland@pcmtec if you decide to update the calibration list in the editor, could you include columns for "auF12646 OIL PRES LO OPEN Switch" to filter F6 strategies from XR6T "auF10999 Manual reverse lock out hardware (solenoid) present" to filter between 5 & 6 Speed manual strategies

The ute is just an example to show you that what you're looking at won't help you. It clearly displays the speed source as ABS which is impossible because it doesn't have ABS. The same applies regardless of whether it's a ute, sedan or wagon, non ABS, ABS or ABS/TCS. The value you can see for speed source is being ignored. The true speed source being used, can't be seen using HP.

I know how it'll look hence the image & explanation that even though it's from a non-abs ute, it shows ABS in the only area you can see & that you won't see the actual speed source that's being used with HP. HP doesn't have it available in the strategy. You can change the ABS value you can see with HP a thousand times & it will make no difference.

This is from a NON ABS ute but shows VSS source as ABS. This is where your comparing files in HP is going wrong. You won't see the actual speed source currently being used when you look at the strategy using HP. It's not defined or displayed. If you don't know the workaround, you're wasting your time using HP. The info is out there but it's not really something that belongs in this forum.

I'd say an incorrect speed input which you won't see with HP & will require you to do a workaround to correct it or, you'll have to fix it with PCMTEC. The bonus of doing it with PCMTEC is you'd be able to do a compare, see what the original speed source was set at & simply change the source so it's correct. If you're doing the work, you should be stipulating what software you're going to use so you get the best/desired results. If you don't/can't, it could very well be expected that you can't charge for the cost of HP credits because you haven't delivered the goods.

I've got a dead BF turbo PCM in the shed that come with a ute I bought. It had been opened up by the previous owner in a rough way after it wouldn't power up. If the board is of use to anyone to compare against a stock NA BF ZF6/6sp manual PCM to develop an add on boost controller for NA PCM's or see what's required to modify a na PCM, I'm happy to post it to them.

If you're going to use the NA PCM with the original strategy & external boost control, use the matching NA TCM strategy if you want to avoid ABS & cluster issues & then tune. It'll take more time than using factory turbo hardware & strategies but that's the cost of going NA to turbo this way. You'll need to pass on the cost.

@hjtrbohey mate, I can't get the startup or final tune injector data as hoped. The car & laptop went under flood water

I assume you've checked that you don't have any mechanical issues, throttle body is clean & isn't restricted in any way and you don't have any fault codes. Does it have the problem when hot, cold or both? I haven't done the conversion but have seen several people complain about an idle issue & they fixed it by drilling a hole in the throttle body to increase the idle airflow. Have you searched "idle airflow"? There's differences in these tables that may help if you haven't already tried them. Comparing auF0030 & auF0032 in a BF turbo file vs FG turbo, auF0030 Aircharge in lb/min at idle speed P/N FG is 0.36@700rpm & BF is 0.65 FG is 0.4@800rpm & BF is 0.74 FG is 0.52@900rpm & BF is 0.88 This is just a sample from the auF0030 & you'll see similar differences when you start looking at auF0032 Aircharge in lb/min at idle speed in gear. I haven't looked at the adders but there may be differences there too. Let us know how you go.