www.sctflash.com

click on the 2005 mustang info,sounds like a winner,can't wait to see independant dyno results.

 

I am scheduled to have this done next weekend...I will update the results after.

 

Where are you getting it done?

 

I was scheduled for this Saturday for a dyno and 3 programs - but it has been delayed becuase I am having 4.10 and steeda springs installed today and tommorow.

We are soing it next Saturday.

 

went to SCT today.I talked to Charlie Mahoney(407-774-CHIP).The new flash tuner is on sale now and there will be 3 tunes in each one.I think their still doing tunes on different cars so new tunes will be available soon.I asked why the stock tune is so rich and he said that ford uses a universal tune on all GT's that works in all climates from the middle east to alaska.He also said that in no way does the SCT tune make the car dangerously lean.You will be able to put the stock tune back in anytime and also adjust for gears ect. if you do so later.This stuff is a bit complicated so if I confused you ,just call charlie.

 

The SCT sounds pretty interesting. Can anyone fill us in on the idea of getting the tune(s), does this mean you walk away with the device and 3 programs, plus the factory settings?

What is the cost?

If I understand this correctly, in order to tune my Explorer, I would have to purchase a separate unit with tunes?

What would be the likely differences in the programs and how the car would feel with various tunes?

 

lwing, the programmer is good for 3 tunes, after that you have to buy another one i'm pretty sure. Before you tune it, you will save the factory setting, so if anything goes wrong, you load them back in. I got quoted $325 for it, but some are getting $375. You do walk away with the programming device, but it is pretty much useless, I think you have to get it done by an SCT shop for them to fix it if something goes wrong.

I don't know about using this programmer on an Explorer, email them and see what they say.

 

Interesting stuff...

http://www.motorcraftservice.com/vdirs/ret...cm&menuIndex=11

 

ime knot sher wut haf uv yew ar sayen...iz ther a leank for inglish vurzuns :scratch:

 

What's funny is I understand everything in this thread, except your post. :scratch:

 

Scheduled? You mean you have to have someone do it for you, you can't do it yourself?

Also, I also heard you have somewhere around three tunes? Does this mean afterward the unit is useless?

What a jip!

 

Scheduled. You have the tuned downloaded into the XCalibrator. You store 3 tunes + the 4th was the stock. You are then given a PC App to do your own tunes (minor) via a Laptop and cable.

No, you can flash the XCalibrator as many times as you want - but it only can hold the 3 tunes you do...

ALso, the 4.10's rock

 

Excuse my ignorance but, doesn't it come preprogramed with applications?

Then you just plug it in and run the application?

 

Excuse my ignorance but, doesn't it come preprogramed with applications?

Then you just plug it in and run the application?[/b][/quote]
I think, from the wording on the site, the Xcalibrator Flash device holds the 3 Custom Calibrations, plus the stock calibrations for uploading. Then using the OBD-2 port on the car, the Xcalibrator can upload - flash - the Calibrations into the PCM. The PCM being flashed means that the Calibrations (the programming code) get stored in NVRAM - Non-Volatile RAM (or in super geek talk EEPROM - Electrically Erasable Programmable Read Only Memory).

Instead of having the lame chips with the pins to swap out, you can flash/upload the code directly without pulling chips. What's really cool is the mention of the Quicktune 2005 Custom Tuning Software. Which looks like it can directly tweak the 320+ parameters used by the PCM. the question being how much tweaking can be done... and how much damage can be done to the engine and emission systems. woo hoo

The Calibrations being the '320+' Parameters the PCM monitors and adjusts engine performance on.

So you use the software to tweak the parameters, then transfer that to the Xcalibrator, then use the Xcalibrator to upload/flash the PCM on the mustang. If you don’t have the tweaking software, you can use the 3 provided calibrations, or ones provided by after-market folks.

And in theory, if someone comes up with a good set of parameter tweaks, this can be pulled from the software (or PCM?) and instead of being put on the Xcalibrator, you could post the binary 'flash' image here on this site or email it to someone who can then flash their own mustang PCM.

kind-of like hacking your car.

i think.

 

http://www.motorcraftservice.com/vdirs/ret...et&menuIndex=20

From the OBD System Operation Summary - Model Year 2005, PDF file on the motorcraft site, there's an idea of the parameters the mustag PCM uses. Page 71, about the electronic throttle control, mentions the new light duty F-series, which the PCM for is almost the same as the mustang. I think I was told that somewhere...

More details on what that goofy systems check function monitors/shows.
All hackable. Hopefully.

 

OK. This topic looks dead...
But for anyone that wants to know what the computer (PCM) in your 2005 Mustang does and how, here's a short list...

The PCM uses a PowerPC chip - same processor as the Apple Macintosh

Catalyst Converters - The Catalyst Efficiency Monitor uses an oxygen sensor before and after the catalyst.

Fuel System - system learns as the fuel system (lines. filter) degrade.

A check for refueling event is done at engine start.

Vehicles require tire/axle information to be programmed.

Speed -
Most vehicle applications no longer have a standalone vehicle speed sensor input. The PCM sometimes obtains vehicle speed information from another module on the vehicle, i.e. ABS module. In most cases, however, vehicle speed is calculated in the PCM by using the transmission output shaft speed sensor signal and applying a conversion factor for axle ratio and tire programmed into the Vehicle ID block. A Vehicle Speed Output pin on the PCM provides the rest of the vehicle with the standard 8,000 pulses/mile signal. Note: If the Vehicle ID block has not been programmed or has been programmed with an out-of-range (uncertified) tire/axle ratio, a P1639 DTC will be stored and the MIL will be illuminated immediately.

Timing -
PCM no longer use an EDIS (Electronic Distibutorless Ignition System) chip for ignition signal processing.
The signals are now directly processed by the PCM using a special interface chip called a Time Processing Unit or TPU.
The PowerPC ignition system is checked by monitoring three ignition signals during normal vehicle operation:
1. CKP, the signal from the crankshaft 36-1-tooth wheel.
2. Camshaft IDentification (CMP, commonly known at CID), a signal derived from the camshaft to identify the #1 cylinder
3. NOMI, a signal that indicates that the primary side of the coil has achieved the nominal current required for proper firing of the spark plug.

Intake Manifold Runner Control -
Consists of a remote mounted, electrically motorized actuator with an attaching cable for each housing on each bank.
Below approximately 3000 rpm, the motorized actuator will not be energized. This will allow the cable to fully extend and the butterfly valve plates to remain closed. Above approximately 3000 rpm, the motorized actuator will be energized.

Intake Manifold Tuning Valve System -
The intake manifold tuning valve (IMTV) is a motorized actuated unit mounted directly to the intake manifold. The IMTV actuator controls a shutter device attached to the actuator shaft. There is no monitor input to the PCM with this system to indicate shutter position. The motorized IMTV unit will not be energized below approximately 2600 rpm or higher on some vehicles. The shutter will be in the closed position not allowing airflow blend to occur in the intake manifold.

Variable Cam Timing - (INTERESTING)
Variable Cam Timing (VCT) enables rotation of the camshaft(s) relative to the crankshaft (phase-shifting) as a function of engine operating conditions.
VCT is used primarily to increase internal residual dilution at part throttle to reduce NOx, and to improve fuel economy. This allows for elimination the external EGR system. Ford currently uses Exhaust Only but is introducing Intake Only on the Lincoln LS and F-series trucks. Mustang?
The PCM continually calculates a cam position error value based on the difference between the desired and actual position and uses this information to calculate a commanded duty cycle for the VCT solenoid valve. When energized, engine oil is allowed to flow to the VCT unit thereby advancing and retarding cam timing. The camshaft is allowed to rotate up to 30 degrees.

Misfire - (MAJOR COOLNESS)
The Neural Net Misfire (NNM) monitor uses a dedicated microprocessor in the PCM along with crankshaft position.
A neural network is different way of computing that uses a large number of simple processing elements with a high degree of interconnection to process complex information. It is based on the parallel architecture of the brain. The processing elements have adaptive characteristics (coefficients) that must be learned through a process called training.

Temperature - could be engine coolant temp or cylinder head temp.
Calibrations are base on outside air temperature at startup.

Electronic Throttle - 3 sensors for accelerator pedal
Because safety is a major concern with ETC systems, a complex safety monitor strategy (hardware and software) was developed.
The monitor system is distributed across two processors (redundancy)

Throttle Failure Modes:
Effect Failure Mode No Effect on Driveability
RPM Guard w/ Pedal Follower
RPM Guard w/ Default Throttle
RPM Guard w/ Forced High Idle
Shutdown

Throttle Plate Position Controller -
The purpose of the TPPC is to control the throttle position to the desired throttle angle. It is a separate chip embedded in the PCM.

Comprehensive Component Monitor - goofy systems check function when you press the 'Info' button on the dash.

EGR -
If the air temperature is less than 32F, or greater than 140F, or the altitude is greater than 8,000 feet (BARO < 22.5 "Hg), the EGR monitor cannot be run reliably.

PCV - if disconnected the car will not run

Generic Misfire Processing -
Normally, misfire results in a nonsymmetrical loss of cylinder acceleration. Mechanical noise, such as rough roads or high rpm/light load conditions, will
produce symmetrical acceleration variations.

"Profile correction" software is used to "learn" and correct for mechanical inaccuracies in the crankshaft position wheel tooth spacing. The correction factors are learned during closed-throttle, non-braking, de-fueled decelerations in the 60 to 40 mph range after exceeding 60 mph (likely to correspond to a freeway exit condition). In order to minimize the learning time for the correction factors, a more aggressive decel-fuel cutout strategy may be employed when the conditions for learning are present. Since inaccuracies in the wheel tooth spacing can produce a false indication of misfire, the misfire monitor is not active until the corrections are learned.

Transmission - if you have an auto you are screwed
Shifts
Torque converter clutch
The EPC solenoid is a variable force solenoid that controls line pressure in the transmission.

Evap -
Needs outside air temps between 40 to 100 F and a specific BARO range with at speeds above 40 mph during a driving cycle.
Power Take Off Mode disables this system.

 

We are not talking about "most vehicles", we are talking about the 2005 Mustang, so which way is it done on the 2005 Mustang?

The Lincoln LS & T-Bird which use the same Black Oak PCM system get vehicle speed from a wheel sensor, there is no transmission output shaft sensor.

My guess is the 05 Mustang uses the same system.

 

I'm dropping my car off at a local tuner on Monday. One SCT XCalibrator and 2-3 tunes, I'll pick it up Wednesday after I get back from a business trip.

Wish me luck...

 

I'm not sure that I understand this either. The 5R55S is controlled by the PCM, so the code will be more complicated, but given the ability to modify the PCM code it makes modifying things not that compplicated.