My problems with the Xcal2

[SHOZ123]

A heads up to those with or considering the Xcal2. There is much moaning and groaning on the SCT tuner forums http://www.sctflash.com/forum/index.php? about customer service. This is not any reflection on my SCT dealer who has helped considerably.

In August I purchased a XCAL2 with the Pro Racer package.

When it arrived it would not communicate with the PCM. Sent it back and got a replacement that worked OK. When I loaded a modified custom dealer tune into the XCAL2 it would no longer communicate giving the error "Wrong ECM type".

Sent this back directly to SCT as advised with a proper RMA number and it was received there on or about 12/1/05.

On 1/6/06 I called SCT, gave them my RMA number and was told that the replacement was shipped to my dealer on 12/23/05. On 1/8/06 my dealer informed me that the tuner has not arrived.

Now I cannot get any information out of SCT when I call because I am not the dealer. After spending in excess of $600 it would be nice to have a working product after waiting over 4 months.

Currently there is a modified tune in the car that will cause it to run very rich when cold and shift 1000 rpms too late at WOT.

 

[Wess]

A quick glance at the SCT forums will show you that SCT really doesn't have there s__t together. It’s obvious the XC2 was rushed out the door because SCT is only now providing a detailed user manual for download in the form of a PDF on their forums. The same can be said on the software side of the house. I'm still trying to sort out all the (little-known) complimentary programs associated with the XC2, which have little or no documentation with them. Heck, they don't have any useful help menus either. Often times these utilities have GUI bugs, further illustrating the rushed nature of their "delivery."

It seems to me they are out of touch with the dealers as well. I received updated tunes on the form of *.llf from Doug, the ones that are supposed to incorporate end-user adjustments, only to find that the link to download "Live Load" on the SCT web site was dead. So when I finally see that there is an updated version of Live Load available, I downloaded it and discovered that the "new" version requires *.ll3 files. I call SCT about converting them and they say this is done at the dealer, using Advantage 3.0.

Are you staring to get the picture of the Rat Race yet?

I go back to Doug and he can't export in *.ll3 format because Advantage 3.0 software wouldn't allow him to. I finally settled for a *.xtr file which uses another utility and no end user adjustment on the XC2.

All that aside, I feel your pain Man, I feel your pain :cry:

 

[SHOZ123]

Got my replacement in today. It's blank and I loaded a modded program of Doug's into it.

Thanks to Doug for the customer-dealer-SCT-dealer-customer interaction!

 

[Wess]

Got my replacement in today. It's blank and I loaded a modded program of Doug's into it.

Thanks to Doug for the customer-dealer-SCT-dealer-customer interaction!

Did you use Advantage to load the tune? What file format?

 

[SHOZ123]

*.zcf

 

[Wess]

Doug was ok w/ that, huh? Don't the *.zcf files expose his entire tune, not just the things the wants you to change?

 

[SHOZ123]

I paid for the PRP software and agreed to not publish his tunes.

 

[Wess]

I paid for the PRP software and agreed to not publish his tunes.

Cool. When I glad you finally got things in order. Let us know how it works out.

 

[SHOZ123]

From what I've seen and compared to the Tweecer software the consumer version of the SCT Advantage software v2.9+ is not as open as the dealer V3.0 package.

But still lots to play with. I need to get the car to shift sooner as it was shifting ~8k on the WOT 1-2 shift. This I think I figured out.

It runs way rich on cold engine starts. I assume it is the base A/F tables, don't know where to look.

The TC will lock-unlock-lock when shifting into 4th. This seems to be an overlap and is a timed setting (I think).

And the 3rd gear WOT TC lockup happens too soon, need to have it happen at a higher rpm. Again I think this is a time setting. Only seems to be a 5 second delay max from what I can see.

 

[nik97]

Huh, I had that same WOT 3rd gear TCC lock problem as well with my tune from Xcal1. FPS told me I could change it with a cable and an Email. Instead, I just interuptred the TCC circuit with a switch. Every now and again I get a MIL for the circuit but that doesn't bother me. Are you usning a wideband to monitor your AFR?

 

[SHOZ123]

Huh, I had that same WOT 3rd gear TCC lock problem as well with my tune from Xcal1. FPS told me I could change it with a cable and an Email. Instead, I just interuptred the TCC circuit with a switch. Every now and again I get a MIL for the circuit but that doesn't bother me. Are you usning a wideband to monitor your AFR?

No no wide band. I can just see the smoke out behind me and smell the gas.

As I understand the cold loop fuel trims they are taken strictly form the tables. The values are from ~.7 to .1 and are ambient temp dependent. Are these multipliers or what?

I did find in the shift tables a 0-5 shift timing for the 23 shift tcc lock up. It was on 2 and I changed it to 5. Well see tonight if it did any good.

 

[nik97]

Wow, that is extremely rich! Is your'e oil becoming diluted?
Hopefully your'e TCC scheduling is improved. My car would apply the clutch directly after the 2-3 or 4-3 and it was a total drag. I'm sure it could also possibly cause some premature wear on the TCC friction material as well. If you don't have any luck with the program I would reccomend a switch---when I open the circuit, I pick up about 750rpm near the bottom of 3rd.

 

[Axianator]

Instead, I just interuptred the TCC circuit with a switch.

I hope you know that this is not recommended.

As I understand the cold loop fuel trims they are taken strictly form the tables. The values are from ~.7 to .1 and are ambient temp dependent. Are these multipliers or what?

While there are a number of tables, functions and scalars that the EEC will consider during the cold-start process, the primary lookup table for cold-start A/F calculations is the startup fuel table (which may be labeled differently in the Advantage software).

Additionally, since I have not had a chance to peruse the Advantage software myself yet, do you think you could send me some screenshots of the various screens that you are referring to, Paul? If I could verify the information that you're seeing, I'm fairly certain I could help you cure the various driveability issues that you've mentioned.

 

[SHOZ123]

Just as I was thinking tonight Adam. it's a shame there are no instructions with the SCT software. I guess they just figure we are all geniuses.

But his stuff belongs in a different thread and personally I would rather do it through email.

Most unfortunate that SHOforum makes it difficult to post pictures compared to other forums I frequent.

 

[Axianator]

Agreed on all points, Paul, which is why I've been concentrating my recent tuning efforts on the upcoming TwEECer software updates, FAQ and supplemental EEC material. After that, I plan to begin adding full Gen 3 SHO support to the TwEECer software. When combined with the appropriate datalogging support, the end package should rival the XC2 in terms of accessibility and functionality.

 

[nik97]

I hope you know that this is not recommended.

Recommended by who?---Ford? Why would it matter--curious I understand you know your way through Ford systems.

 

[f150fan]

Recommended by who?---Ford? Why would it matter--curious I understand you know your way through Ford systems.

How would one install one of these switches? By opening the circuit, does it prevent the torque converter from locking totally?

 

[nik97]

Atop your'e trans is a white harness connector. The purple wire with a yellow trace is the circuit for the TCC. Basically cut and splice in an on/off switch in series with that wire. When the circuit is complete, the PCM will control the TCC on it's own accord. When open, the PCM has no controll of it at all and it will not apply. The PCM will also take a moment to respond when the switch is closed anfter being open. The PCM has a diagnostic monitor for this curcuit like many others so it will trip a code and your'e MIL will illuminate occasionally and then go out. This is not really needed unless the TCC scheduling has been altered by a reflash.

---Nice car. What A-pillar pod are you using and where can I find one???

 

[DavidT]

I second the annoying TCC issue with th XC1. At WOT on the highway... right around 70-80 mph... the TC goes crazy... doesn't know what it wants to do.
And the cold start miss seems incurable for some reason.
BTW nik, I have a dual gauge a pillar pod... IIRC, it is from a 94-95 Mustang hardtop... got it from a local performance shop for around $20-$30. It fits near perfectly.

 

[hoboprodigy-]

Mine locks up around 85-90mph.