rollex

Rab after a bit more digging it doesn't look like the IMRC has a position feedback sensor. So you can do the map switch but it would be RPM based which is not really that useful for your use case, more useful for enabling nitrous or a water meth sprayer and adding ignition timing at the same time. You could also use it to turn on a second set of injectors etc but I can't see any easy way to manually trigger this switch from an input.

Oh LPG would probably work quite well then, the ignition and fuel changes are far less dramatic.

Thinking about it a bit more, attempting to do a n E85/98 tune might cause you some grief as you would be stuck with one lot of cranking fuel/idle set points etc, so cold start etc would most likely be pretty bad if you had to use the same settings for both tunes. Though I don't see any reason why you couldn't get the full load part of the tune working great with both.

Currently we are looking into getting NGauge support and also developing our own Android phone app to allow you to swap between multiple tunes. In the mean time you would need to use a laptop to switch tunes. There is however a method that allows you to do something interesting. The IMRC valve does not exist on the turbo vehicles, however the maps still exist in the ECU. This means if you wire up the IMRC active sensor to a switch you can toggle ignition and airflow maps (fuel). There are load vs rpm ignition adder and also speed density maps that could allow you to run dual fuel maps without actually reflashing the computer. This would allow you to do a dual fuel tune. It would be a compromise between two completely separate tunes as you can only fudge the fuel, however I imagine you could get quite a good result. This would also be great for someone running nitrous at the drags. Regarding tuner lock PCMTEC can read all HPTuners and SCT Tunes at the moment. We will be adding our own tuner lock in the future however your tuner can opt to unlock the tuner for the customer if they wish. The 3 credits/vehicle license is locked to the PCM Serial number, VIN and OS. So you can do as many edits and flashes to your vehicle as you like for the one set of credits. Only if you physically change your PCM, change the VIN (this would be quite unusual) or want to flash in a different OS from someone else's car would you need to purchase more credits. So in your case you could run dual tunes for E85/98 for the single set of credits. This pricing is very similar to HPTuners and much cheaper than buying an SCT handheld.

Hi Rab. If you are a tuner check out our demo at https://www.pcmtec.com We have the ZF mapped and reading currently, next release will have full read/write/edit of the ZF transmission included, most likely a month away at most. The goal is to make our software the best software to use for tuning Australian Fords. I believe we are on track and over the next year should be able to reach our goals which are: OEM level access to the BA/BF/FG PCM and TCM A GUI that is more user friendly and powerful than SCT/HPTuners. Map tracing combined with datalogging. Provide fast local support. Right now we have achieved OEM level access to the PCM and our GUI I believe is coming along nicely, there are many many features we still want to add over the coming months. Essentially the software will never be "finished" as I believe software is an ongoing process that requires constant improvements that will be driven by our customer feedback. To help existing SCT tuners transition we have added a similar style compare view (with added features) along with a similar parameter layout to help find scalars/tables. We have also added an "Enthusiast" view which limits the number of tables visible (also cheaper) which makes it easier to find the parameters required for simple mods.

Dual booting windows on a mac should also work. Just had issues with various drivers working through VMs so we decided to disable it as we don't want to risk people getting in a state where they can't flash their cat and it won't run etc.

It's funny because almost no one ever takes the time to read these items. Have a read of our EULA as well if you have time, you see it when you install the software and when your run it for the first time. EULA.pdf

I've updated it. We would absolutely under no circumstances pass your information on to third parties other than the two listed. Eway will get you details when you enter in your CC details (like paypal etc all do). Xero will get your details from eway for the purposes of generating an invoice and that is it. We won't ever send you marketing information, that was lawyer speak which was from the template they have used. I've removed it. The only people who will see your personal information are us, eway and xero. Both of these companies are Australian based, though I'm sure they operate servers out of the US so technically it could leave Australia in an encrypted format. I will make this more explicit. We don't use cookies beyond identifying your browser and giving you a login token. Technically these could personally identify you in some circumstances however we do not use them in this fashion nor is this the intent. Google analytics collects geographical data from your IP address, they also use your existing tracked information from advertising providers, we don't do this, google already do it and they correlate it to provide us with anonymous browsing stats. We don't collect or store this, they do. This information is anonymous, however if someone was attempting to track you, they could possibly do so, though this would be directly against their own privacy policy and definitely not our intent. I'm sure we can make the wording less broad and will give it another review over the coming days. TLDR; We won't send anything to anyone other than eway/xero. In the future we may use something like zendesk so they would receive your name/email only to track support requests. We won't send you spam or marketing ever. We will send you emails notifying you of updates available that you can opt out of with the "news letter" function.

What don't you find suitable? It is a fairly standard policy for selling anything, eg collecting name/address for billing purposes. Email for registration so we can contact you regarding updates to the software. Google analytics (95% of websites use this) for tracking website performance (this collects IP etc so we can see demographics of who is using the website). The third parties are eway (who handles processing the credit card information) and xero (our accounting software) which would log your transaction details. This is the same as using ebay/paypal etc. These companies are PCI compliant and it is much more secure to have them store this information that us. They are regularly audited for security etc. Let me know what your concerns are, hopefully we can address them.

Forgot to mention there is a demo with test files you can download and edit for free once you register on the site. So even if you aren't a tuner have a play around.

To everyone who hasn't been following we have some exciting news and can finally announce that PCMTEC is live! We support flashing and editing the following PCM/TCMs (Engine ECU and Transmission ECU) BA Falcon 2002-2005 BF Falcon 2005-2008 FG Falcon 2008-2017 Territory (Petrol) 2004-2017 We are selling 3 products Enthusiast, Professional and Workshop starting at $300 AUD which makes it the cheapest solution for DIYers. See the link below for details! https://www.pcmtec.com/ Blog with updates for upcoming releases here: https://www.pcmtec.com/blog Facebook page: https://www.facebook.com/PCMTECAustralia/

If you did that you would lose all speed control. Relay is on off, speed control requires a variable signal.

Sounds pretty simple then. Would there really be any benefit to using a return-less mustang style one then?

Problem with return less is you have a lot more things to go wrong. A simple mechanical fuel regulator is much simpler and will maintain a stable pressure with basically no setup. I like Ralphs setup, eg a return pump system but with a pump speed regulator so you aren't running it at full speed at idle. Very simple but best of both worlds imo, only con is you retain the return fuel line, but not really that big a deal. Ralph I have an idea, retain the return fuel system but setup a speed signal from the PCM (eg enable return fuel flow) with no pressure sensor attached, I'm sure you could effectively turn it into a dumb speed controller where it winds the speed down at low loads. Then you don't need an external speed controller like you have now.

PCM can control the pump speed based on pressure feedback (I believe). There are various returnless flow fuel tables you can edit to modify the pump duty cycle. Eg this table appears to be the base duty cycle which is then modified by a PID controller, similar to how the closed loop boost control works. There is also a scalar to enable return flow fuel in the strategy, unsure what else would be needed to make it work but I'm sure with enough time it would be achievable with no extra hardware. I'm unsure how they feed in pressure feedback to the table below, I would imagine very similar to how the closed loop boost control works though, eg a base duty cycle which is fed into a PID which adds a dynamic offset based on the error term.

All in good time! Be a good side project to play with, probably too much of a distraction right now. Though we could definitely assist with which variables to play with if someone has a spare returnless setup they want to play with.

Though if we can get returnless switched on in the BF/FG (I suspect it is not too difficult for us to do this) then someone could pair a tune with a mustang fuel pump setup. Would be a good selling factor if someone wanted to put the hard yards in getting a good base returnless tune working.

Would be interesting to try. Have you ever tuned a returnless system? It sounds painful.

Does anyone know if any return flow fords run a fuel pressure sensor? They have the maps available for the returnless setups to scale slope based on delta P across the reg, just wondering if they are ever set up to use it as compensation on a return flow system as well. Regarding target pulse width no that is not possible, these ECUs are designed to meet strict emissions and hence use a complicated speed density model to achieve this. Targetting pulse width would mean you have no scaling for temperature/humidity etc, unless of course you meant base pulse width (which is then added to). You could calculate this in excel though I'm not sure of the utility as the target pulse width is always going to be scaled and hence not what you log.

The heating cycle algorithm is dictated by bosch in their datasheet, I doubt there are many differences in their implementation.

That is the sensors problem not the fact it was MTX. They all generally run the same sensors anyway. If you have a ported rotary, run two stroke mix, have it mounted too close you the exhaust you'll kill them quick on a rotary, mounted in the tail pipe would probably be the only way to get them to last. The exhaust temp and energy is huge out of them, even worse when you add two stroke to the mix. 2000 kms sounds low but I wouldn't expect anywhere near the same as the life out of a piston engine.

The LaSota tuning guide whilst aimed towards US cars is pretty good and shows you things specific to HPTuners. Greg banish is a good one as well if you can get a copy of the videos. http://www.lasotaracing.com/ Otherwise recommend reading all of these which are free and will teach you a lot of the important stuff. SD Tuning https://www.hptuners.com/forum/showthread.php?48134-Speed-Density-on-the-BA-BF-Australian-Ford-Turbo-6 Post about injector slopes https://www.hptuners.com/forum/showthread.php?48134-Speed-Density-on-the-BA-BF-Australian-Ford-Turbo-6&p=442928&viewfull=1#post442928 Paul Yaw on injectors http://injectordynamics.com/articles/ford-injector-characterization/ http://injectordynamics.com/articles/drillbits-and-dipsh*ts/ A dodgy example of how to tune (lol) https://www.hptuners.com/forum/showthread.php?51566-Slack-dog-tune&51566-Slack-dog-tune More EFI terminology http://www.efidynotuning.com/fuel.htm My tuning adventure https://www.hptuners.com/forum/showthread.php?53120-help-rolls-transition-from-a-tuna-to-a-tuner

I've read multiple times that you can get rich detonation. I however cannot find a technical explanation as to WHY this occurs. I understand why lean mixtures detonate as they are typically hotter. Richer mixtures tend to cool the cylinder bore/piston top due to excess fuel transferring heat out of the cylinder, same concept as water/meth injection. How does a richer mixture again cause detonation? I understand a rich misfire, but I do not understand rich detonation. Does anyone have an explanation? edit: My hypothesis is as follows. Excess fuel (eg running 12:1) causes a drop in temperature allowing more timing to be run, eg it decreasing detonation. Absurd amounts of fuel (eg running 10:1) whilst it drops the cylinder temp, it increases exhaust backpressure and exhaust temp (due to it burning there) which overwhelms any cooling ability the extra fuel brought along. Thoughts?

Average speed of ~15kph according to trip computer, gets me about 20-22L/100km. If I really try I can get it to 19L but no better than that.

Yeah they look good but I guess there's no real way to see if they are sealing without pressurising it. Will take it down the road and put it on the dyno and stick my head in the engine bay, might be easier as no one seems to have a smoke tester available.