Well.....

Besides the fact that there are only a couple (literally) base calibrations that are "warm weather", the exhaust backpressure control, idle control, and any other pertinent "idiosyncrasy's " [sic] between the two (of MANY) base calibrations listed (NVKx and PMTx) concerning cold weather operation are identical. Neither is a "warm weather" calibration. The list you are following, while handy, has a lot of information left out. I have a hard time believing that a Ford technician is going to know what's going on in the actual calibration.....all they can do is reflash the PCM to the next available calibration in the series - and the Ford software won't allow "swapping" a warm weather calibration to anything else. In your case (I'll assume you have an XLE4), Ford isn't going to be able to reflash you to a FUT4 or whatever the latest "warm weather" E99 federal-emissions automatic truck would be, etc.

I haven't said to NOT go with a PCM from a newer vehicle, but I have issues with others spewing "facts" that aren't true or cause unnecessary expense. There is literally NOTHING a XLE4 (example) does do that an NVK2 (example) can't do or vice-versa. Truth be told, the calibrations, as far as operator-sensed operation goes, would be IDENTICAL. As long as the "tuner" (loosely-used term describing the person pressing the keys) knows what's what......there is absolutely nothing different about tuning any of them. For some reason, people have this belief that the 95-97 trucks are "tunable", the 99.5-03 trucks are "tunable", but the E99 trucks are some kind of mystical creature that doesn't even use the same binary structure.....hell, it may as well be an IDI.

Want to know what PCM is in my 2000 F550? Oh, an XLE4 with XLE4 tuning. It runs and drives terrific! I got bored with the correct PCM tuning.......

 

I understand completely. I would like to add three to four more that I would utilize: hi idle 1000, hi idle 1100 or maybe 1200, a really nice quiet one to get me out of the neighborhood at 0400hrs: yes the neighbors complain., maybe a 40 hp tow to go with the 60tow to see if it will help when towing heavy in the mountains, and one that will push me back in the seat once in a blue moon after I upgrade my 4R100. I do not have high EGT's now and I like to keep everything as cool as possible.

I still like choices...I don't like anything that is proprietary. Thank you for your help on this and the other issues you've addressed.

 

OK. I think I understand. Could you please clarify briefly in layman's terms...why was this not an update to address a cold weather related issue? Official documentation stating otherwise?

You have assumed correctly. I do have an XLE4. So, would it be safe to say that I can flash the XLE4 with the PMT1 update? If not, then why?

As I stated in the original post, I would not mind having an extra PCM on hand. I think I can get two for about $250 total. I don't think that is a bad deal.

Also in the original post, I did not mention one thing about tuning or upgrading due to a tuning issue. You and then Dianne from DP injected that issue at which point I addressed each statement/post. I won't be disingenuous. For the record, I will say that tuning is a consideration.

The "mystical creature" statement is spot on. You are correct and there is a certain stigma attached to the e99...if people don't believe it, they have not owned one. It is almost as if Ford rushed it out of the door as a place holder for six months or so. So, eliminating one more thing along with adding a few new features: cruise control light, more accuracy in the display, and etc. is a good thing as far as I am concerned...especially when the price is right and I'll have a spare. Oh, I am having a P1668 error on occasion, it is getting more frequent, and I am almost certain that it is not the IDM or the wiring....yet another reason to be prepared.

My mistake or not was intentional....Look around, think about it...it is quite funny...and I will assume that the one you made after bringing attention to mine [sic] was as well...

 

Why was what not an update for a cold weather issue? There were never any cold weather issues - only that Ford thought that the trucks in warmer climates didn't need exhaust backpressure controls or an elevated idle when cold.

You cannot reflash a DPC-402 PCM to a DPC-422 calibration.

1. The calculations for RPM are different.
2. The Barometric pressure sensor.
3. The Intake Air Heater.
4. Torque converter clutch operation.

Nope, I said nothing about aftermarket tuning except to state that there is nothing "wrong" with an E99 PCM and its capabilities compared to the later "boxes". Diane is the one pushing tuning for an E99.

First off, the E99 trucks (when equipped with the correct PCM) run a lot better than the later ones. I only have eight of them at my disposal - three of which are E99 including the 2000 F550 I mentioned earlier. Yes, it was a "placeholder" so-to-speak, but there is no magic going on here although I'm confused about the "accuracy in the display" comment. What display isn't accurate?

P1668? I'd be more inclined to point the finger at a wiring/connector terminal issue there, but I don't know your vehicle.

I'm still looking for it. You might have to quote it for me.

 

No problem. We can stop using "issue" and use your word "case" instead....or any other word that is acceptable to you to use. I am genuinely interested in why Ford deemed it necessary to issue a change to the PCM code. Why? Because if I am going to spend a bit of money I want to make sure that it is well spent. Maybe you have now answered the question. It seems to be getting a bit circular and semantics are being introduced.

 

OK. You did not originally use the qualifier "aftermarket".

Semantics again? If not, then I am confused.

 

You cannot reflash a DPC-402 PCM to a DPC-422 calibration.

1. The calculations for RPM are different.
2. The Barometric pressure sensor.
3. The Intake Air Heater.
4. Torque converter clutch operation.

I do not yet know how to quote multiple items within one post or extract single ones either.

Thank you for the information. It is invaluable. Even though it totally contradicts something I was told yesterday and again today, I believe YOU. Trust me on that. I also believe you on the original "case" or "issue" whatever. I am simply trying to obtain irrefutable clarity for myself and those that read this in the future because I too am fed up with all of the misinformation and erroneous info that gets passed around as gospel. Some of it is due to people that do not want to admit that they do not know. I respect a person that can admit that fact and then get back to me when they do know. Anyway, the only way to combat it is to be informed and armed with proof.

 

First off, the E99 trucks (when equipped with the correct PCM) run a lot better than the later ones. I only have eight of them at my disposal - three of which are E99 including the 2000 F550 I mentioned earlier. Yes, it was a "placeholder" so-to-speak, but there is no magic going on here although I'm confused about the "accuracy in the display" comment. What display isn't accurate?

P1668? I'd be more inclined to point the finger at a wiring/connector terminal issue there, but I don't know your vehicle.


1. I was told that the lie-o-meter would be more accurate due to the different algorithms used in the later PCM's.

My only point of reference is that my second X was a lot more accurate than my first. Now, with this e99, at times it states that I am getting 24 mpg. IIRC that is about what my first X stated also. I think all will agree that this is a lie.

2. P1668. I have cleaned each end of every connector/connection, both male and female then reassembled, conducted continuity checks with a Fluke then reassembled. Everything checks out. I am at a loss until something fails....and I am trying to be proactive in the event that that happens.

And the last one...not going there...

 

It boggles my mind as well. There are HUNDREDS of calibrations for the 7.3L (as you've seen on that partial list) and save for a few notable ones, they are all pretty much identical.

 

Many months ago I did a search for a replacement PCM for my manual e99, and during that course this list was found with help from the forum. Just posting it again for reference.

 

Thank you, sir! Wow! I do believe that you just may have sent the link to the mother lode. It also lends credence to some of what cleatus12r was saying in that there are HUNDREDS of calibrations for the 7.3...almost 450.

Sending thank yous to the guys that helped SaintITC and thank you for sharing so freely...in the true spirit of the forum!

 

Owning a E99 leads people to say you have to have this or the E99 is not as good as this. They say the turbo is smaller which it is NOT it just has a smaller intake which actually helps with low end velocity of intake charge. Yes it hurts the top end but so what?! I own a E99 and instead of changing all the E99 things I have worked within what the E99 has going for it. I have inbraced the E99 to make the best of what I have and I have no real issue with my XLE4 other than once I built my trans to my specs the shift strategy is off alittle. Instead of tuning I changed hard parts in the trans so I have higher line pressure. I have no codes or problems with gauges. I have a spare XLE4 thanks to FrankO who was told by his tuner that he needed a PMTx to run said tuners tunes. I am determined to make the XLE4 work for my needs since that is what I have and to prove you don't really need another pcm.

Cody I respect the fact that you have done alot work with the XLEx / 402 pcms over the years. I don't like how most tuners approach tuning a XLE4 that is why I have just stayed with stock tuning and have dealt with the idiosyncrasies my truck has. Which I do believe is my doing by doing things like 1.0 turbine housing, T500 and Sonnax trans parts upgrades.


Since I really don't want tuning I just want want a modified stock tuning for my XLE4. Here is my question when you say the "Torque Converter Clutch operation" are you talking about the fact that some E99's had a Non PWM ? Well my E99 has a PWM and I am using the stock pcm for the truck. Also I used ALL Sonnax upgraded pump mods and a upgraded PWM valve along with valve body parts. So is there a way to use a to use a DPC-422 calibration or something to that effect in a DPC-402 ? Or is the 402 only a Non PWM? I don't know if I am doing a good job explaining what I am looking for in a answer?? But can you use a good PWM shift strategy on a XLE4 ? If so then I would go back in my valve body and change the springs and valves to get the shifts dailed in. That and have you done any tuning on the E99 with guys that have done heavy pump & TC modds on par with JW or BTS and if so were you able to fix it with the XLEx platform? I don't know if JW or BTS use Sonnax or TranGoTugger pump & TC control modds?

I just hate the fact that most tuners just want to increase line pressure when I already have more line pressure than stock and the EPC thinks it is less.

 

Does the e99 also suffer from higher EGT's due to the turbo?

Could EGT's also be reduced with the later plenums?

How about the IH up-pipes?

These are all things that I hear in addition to what BadDogKuzz has stated. I am not trying to argue, I just want informed, educated, objective input.

Most of the tuners say that there is a difference in the way the 422 PMTx's/NVKx's interprets the shift commands to the transmission by the chip as opposed to the 402 XLE4. Is this true? If not, then why not?

 

No.

Waste of time.

Those just tend to stay sealed longer.

Things you will notice stock-for-stock between XLE4 and NVK2/3/4/5:

Nothing. Yes, there are tiny changes in shifting, but unless you're really picking nits, they'll be undetectable.

Things you will notice stock-for-stock between XLE4 and PMT2/3:

Second gear torque converter clutch apply won't be as "soon" in the accelerator pedal position range and will rarely happen on normal/moderate acceleration.

Third gear torque converter clutch apply at 35-40 MPH and 4th gear upshift at 45-50 MPH on normal acceleration instead of 4th gear upshift combined with torque converter clutch apply at 38-40 MPH.

Torque converter clutch will remain applied during braking down to 40 MPH.

 

As A tuner is there any reason you would not be able to get a XLE4 to do the same thing as a PMT2/3 as far as shift strategy?