rollex

25psi at 2krpm is going to insane cylinder pressures. In the launch map I would ensure you are running 30deg or or more of overlap to reduce dynamic cylinder pressure. The load sites in the non launch map will then need to be tuned to accommodate for these kinds of loads that would never normally be seen with very low timing and overlap also. Likely when you released the anti lag it hit a load site that was never seen before on the standard map with too much ignition timing. I would also set up the anti lag to not start adding boost until 2500+ along with overboost protection enabled. Definitely ensure all the factory safety features are still enabled as well as described here. https://forum.pcmtec.com/topic/237-howto-engine-protection-settings/ I've got an unopened (other than valve springs) 220,000km BF that has taken anti lag abuse for years now by utilising this methodology.

You can do that as well with PCMTEC if you want.   You can do the same thing with the stock PCM where you manipulate the torque tables to trick the box into anticipating more torque than is actually being produced. If you have changed all the clutch packs etc it is not really an optimal way to do it though and it will be very clunky on shifts. Some people "tune" the trans by accident in a similar fashion by screwing with the speed density to the point the load (and hence torque) is very inaccurate.

Ours aren't aftermarket. The stock boost control is excellent and doesn't need changing.

Throw the gfb boost controller in the bin and put the stock controller back. All aftermarket systems go backwards over stock.

Not true. David at Tune Technic only does dyno tuning (nothing else) and has tuned pretty much everything you've ever seen. Sam at CTB is also very good. Both are in Auckland, not sure about the other end of the country. If you go see either of those guys I can give them phone support to walk them through the boost control issue. It's not that hard once you are made aware of all the tables that influence it. One that catches most tuners out is there is a VCT adder for over/underboost. Not all software packages have these tables mapped, so if you disabled closed loop boost control (lots of tuners do as time is limited and they do not have the budget to tune it) and have a boost error the PCM will play with the VCT to try and help reach the boost target, this will result in very weird torque curves. https://forum.pcmtec.com/topic/15-howto-boost-control-babf/ The FG has more tables again on top of this and the Sprint/5.0 supercharged also have temporary overboost and boost by gear on top of it as well. So depending on which vehicle you have there is a slightly different approach. It isn't as simple as just disabling the overboost, you need to configure the whole boost control strategy correctly, if you do this you retain all the factory safety features (overboost and sensor failure) and also retain the underboost (100% duty) to help get the car on boost faster at part throttle.

Flex fuel is totally possible. About ~$1k for a plug and play loom, sensor and fuel rail fittings (assuming you are using the stock fail). Speak to Danny and he can sort you out with the right kit depending on which ECU and loom you are using. https://www.facebook.com/pirottaperformance If you need to pass emissions it will be much easier with the stock ECU, send me a PM and I can recommend a tuner who knows what they are doing and has the time to sort that out for you. It will be very easy to meet the RB30E emissions if you put a modern factory catalytic converter on a barra.

There is a guide on our forum how to wire up an external switch to change maps or have variable boost. We actually released that functionality before the cruise control version.

Also to add to the above. We have ~6000 parameters mapped for the Falcons. SCT only have 3k and HPT 1.5k. We also support oddball varieties such as the BTR 4 speed FG Taxi, Ecolpi and the late model 2016 FGX which no one else supports. We generated these definitions ourselves using our own disassembler and pattern matcher we wrote. If the defs were simply hacked/stolen, we would only support the same number or a subset, not more. Then we have our custom operating system which includes flex fuel and multiple tunes, no one else offers anything remotely similar for these vehicles. It is pretty offensive to call us out when what we offer has gone so far above and beyond what already exists. Perhaps the rumour started as our tree structure/layout looks similar to SCT. This is not by accident, it is as the majority of our customers have come from SCT and requested a similar layout to make their job easier. Anyway happy new year everyone and good luck tuning this year!

For anyone who doubts the hard work you can read in detail the full development blog here. https://pcmhacking.net/forums/viewtopic.php?f=41&t=4940 The source code for the early versions was available on github for 2 years so anyone could download it and contribute.

No

Look the stock factory timing table in the stock PCM. You'll need to convert the loads though as the factory computer will calculate a different load than the haltech. Remember to add all the timing scalars on top.

What pump do you have? If you have as walbro 460 or bigger and dont change the return line or regulator return you will get high pressure at idle. Check my post here Andrew, this will tell you immediately where your slope is wrong. In my case the car had slopes from the wrong injector inputted. I will finish the post soon showing how to fix it. https://forum.pcmtec.com/topic/42-howto-injector-scaling-basics/?tab=comments#comment-2627

Do not do that. Ford call it number of O2 sensors, but it is actually number of "banks". If you set it to 2 it will make the PCM think the car is a v8 and you'll screw up the firing order. Not sure what 0 would do!

Is it the factory calibration/strategy and engine? What about exhaust/dump pipe? If the O2 sensor has been moved the transport time will be wrong which can cause O2 oscillations/swings.

Log it against cam angle. You'll probably find its fine for one cam angle and not for another, cam angle changes VE dramatically, hence the pulse width as well.

??? Darryl has never worked for HP. He was retired before I met him. Then I convinced him to come work long hours for free with me 😄

Yes it is not the 1990s. The PCM can accurately determine which gear is active based on the output shaft speed, clutch position, known gear ratios and vehicle speed. Even the BA has all the information required to do it, it just isn't set up.

Of course it can. Factory boost control sh*ts all over anything aftermarket in so many ways it isn't funny. I have no idea why people continue to spend money to go backwards, well actually I do but it doesn't stop it being frustrating. Factory has a 2D table of duty cycle vs rpm vs intake temp. Boost by gear. Underboost threshold eg 100% duty before you've reached your commanded boost pressure which means it will spool faster. Overboost threshold to protect against overboost. Proper PID closed loop boost control which means you can hit the same boost pressure in 0c or 45c ambient no problem. The factory PCM even models how the heat soak causes the actuator rod to expand and change the preload, it then accounts for this. Eboost is a dinosaur compared to it. Well in fairness running an inlet bypass to control boost it does produce a good result with almost zero effort if its a race car.

Yes you can change the firing order and you can change the number of cylinders but you can't change how many outputs there are. Eg a V8 ECU could run an 8 or 6. But a 6 cyl ECU can only run a 6 cyl. It would be fairly tricky to setup but it is possible. There are people running the single cam motor from the AU off the barra PCM. There is a video on youtube showing how it worked. The engines are similar enough that it literally starts and runs without touching the speed density (surprised me). The VE must be withint 25% of the barra which means the O2 trims will get it close enough to idle and run, wouldn't want to give it a WOT run though.

That is the other thing, a roller dyno is so far from a proper load cell dyno. You really need a proper load cell to hit all possible cells and hold the car in a cell long enough to get steady state data. The repeatability of a roller dyno is trash as well, tyre temps, pressures and just plain position of the wheel on the roller all affect it too much. Obviously better than street tuning, but if you are going to find the time to hire a dyno, at least hire a modern load cell one. The oem calibrators I've spoken to said it takes almost a second within each load point for the engine to reach true steady state, they said you can see it in the data that if it isn't held there long enough the data you get is wrong. Where street tuning (or logging really) shines is creating a scatter plot of rpm vs load. You can then see if all you have properly scaled the breakpoints of the tables to match where you spend the majority of time. If the scatter plot is all bunched up in one corner you can quickly see where you should be rescaling and changing the break points. We added a "reinterpolate all referenced tables" function in the pcmtec editor exactly for this function, it auto re calculates all the cells to match the new axis, and when an axis is shared with multiple tables it does the whole lot for you.

I will bet my left nut it is tuned in open loop like 95% of the cars out there and your desired boost table is ignored. Also that your fueling table is used to fudge around injector data that is not correct. I highly doubt it is running anywhere near 0.65 lambda. Need to hire a dyno for a day, use a properly calibrated wideband, knock ears etc if you want to improve on the quality of the tune. You could dial in the injectors better using LTFT only, but without knowing your starting point you will likely lean the vehicle out causing issues. Dyno and good datalogging equipment that you can trust is the key.

https://www.facebook.com/PCMTECAustralia/posts/1161251397411669 Cruise control map switching is now available.

I was waiting for him to get sued. I wonder if SCT finally took him to court. Anyone know his real name?

You can do multi tunes with PCMTEC https://forum.pcmtec.com/index.php?/topic/206-howto-multiple-tunes-with-pcmtec-via-the-flash-only-package/ There is also tune switching via the cruise control buttons coming soon. It is also cheaper than an SCT handheld. Not even herrod use their own SCT handhelds for Mustangs these days which says a lot.

Go see this guy https://www.facebook.com/josh.whiteford.5458