SCT Advantage III

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SCT Advantage III

Unread postby cedrich100 » Thu Sep 06, 2018 3:29 pm

Hi all, I'm new to tuning with the SCT Advantage III. SCT did a god job with loading the "value files". I loaded the value file foe my 60lb injectors, SCT BA 2600, and Base blower tune. It runs with a lot of back firing. Any suggestions? or directions?
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Re: SCT Advantage III

Unread postby decipha » Thu Sep 06, 2018 3:43 pm

the value files are just to get you going you still have to dial it in, go ahead and get your fuel situated first the fuel write up on the homepage will give you the specifics
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Re: SCT Advantage III

Unread postby cedrich100 » Fri Sep 07, 2018 10:02 am

Do you have a base fuel table for 60lb injectors. Also I read the write up you have about Fuel injector hi-slope and low-slope, but for my injectors I have a high slope of 0.0166 in the write up you said it should be 60. can you expound?
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Re: SCT Advantage III

Unread postby Paulie » Fri Sep 07, 2018 10:22 am

cedrich100 wrote:Do you have a base fuel table for 60lb injectors. Also I read the write up you have about Fuel injector hi-slope and low-slope, but for my injectors I have a high slope of 0.0166 in the write up you said it should be 60. can you expound?

SCT has their injector parameters in lbs/sec while Decipha has them in lbs/hr. To convert take lbs/hr and divide by 3600. 60/3600=.0166
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Re: SCT Advantage III

Unread postby decipha » Fri Sep 07, 2018 11:11 am

no such thing as a base fuel table for any injector, the base fuel table is just that the commanded lambse, it doesn't require adjustment once you set it correctly regardless of what injector you have

yes as paulie said, sct shows injector slopes in lbs/min instead of lbs/hr

just simply take the data on the homepage and divide it by 3600 to convert lbs/hr to lbs/min

keep in mind for the cdan4 strategy in SCT DOES NOT HAVE THE PROPER SUPPORT TO CHANGE INJECTOR SLOPES

that means, you have to scale your high slope down to the stock high slope value and adjust the breakpoint and low slope with that same scaling percentage

YOU CANNOT CHANGE THE HIGH SLOPE ON A CDAN4 TUNE IN SCT

then adjust the maf by the same scaling percentage and everything else listed in the scaling write up just like you would normally
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Re: SCT Advantage III

Unread postby cedrich100 » Fri Sep 07, 2018 3:03 pm

So what you're saying is that I have to use a hi slope of 0.00535 then do what? Sorry, Im not following.
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Re: SCT Advantage III

Unread postby decipha » Fri Sep 07, 2018 5:39 pm

correct, scale your tune by that scaling percentage

the scaling write up on the homepage will give you all the info you need
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Re: SCT Advantage III

Unread postby cedrich100 » Sat Sep 08, 2018 11:52 am

Is there any way of converting a cef file to mtf for sct? Or is it possible for me to read, open or edit a cef file with prp. I've been doing some reading on the for and it seems like I should have purchased the QH instead of SCT.
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Re: SCT Advantage III

Unread postby decipha » Sat Sep 08, 2018 11:58 am

yes its possible but not exactly

you have to load the cef file to your xcal then write the tune to the ecu, plug the QH in and read the bin out, then compare the bin to a stock tune and copy all the changes over to a stock tune file in SCT, voila! you have your cef to mtf conversion

sct works fine no need in getting rid of it if you have it already, just scale your tune and dial it in
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Re: SCT Advantage III

Unread postby cedrich100 » Sat Sep 08, 2018 3:23 pm

To make sure im doing this correct, I leave all of the stock 19lb injector setting the same as such: breakpoint: 0.0000100, hi slope: 0.0053500, low slope 0.0065900. Then I used the Scaling airflow percentage, which I have as 1.9805 with a BA2600. For a SCT BA2600 the max was 109 so 109/55 = 1.9805. what does I use the percentage for? I also looked at the fuel percentage and identified that with 60lb injectors I am 315% over 19lb stock injectors. In all the 1.9805 scaling what do I do with that to.

I was also confused to see that with my strategy the highest slope I could use is 42
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Re: SCT Advantage III

Unread postby decipha » Sat Sep 08, 2018 7:00 pm

cdan4 hardware only supports up to a 42lb injector slope value, any value you plug in higher the ecu cannot calculate, this is the injector slope clip limit for that processor speed ecu

however, sct does not have access to all of the injector slope parameters to correctly change the injector slope in cdan4 regardless.

incorrect, the only value that remains stock is the injector high slope, you scale down your breakpoint and low slope along with your maf just as the scaling write up states

assuming you have genuine siemens deka 60lb injectors, on the homepage they have a high slope value of 60.267 at 39.15 base fuel pressure.

Assuming you have a stock regulator or using stock fuel pressure, your scaling percentage is the injector high slope difference.

since the stock ahisl in your stock tune is .00535 you simply use that as your scaling percentage for your high slope.

60.267 / 3600 = 0.01674

since you cannot use that value you have to keep your stock high slope value of 0.00535

thus,

0.00535 / 0.01674 == 0.319593 is your scaling percentage you can simply round it off to 0.32 to make it easier to remember

take your actual injector low slope which is 63.187 / 3600 == 0.017551 * your scaling percentage of 0.32 == 0.00561632

thus go set your low slope to 0.00561632 (20.218 lbs/hr)

do the same to calculate your new breakpoint and plug that in

injector offset doesn't get scaled, plug in the actual injector offset from the provided siemens deka data sheet

set minpw to 0.40 in all tunes regardless

scale down your engine displacement (sarchg) and manifold volume by * 0.32

now your left with the maf

take your actual maf curve, with a ba2600 it flows up top as you said 109 lbs/min, take your entire actual maf curve and apply your scaling percentage of .32 then plug that in to your tune

that would make the top of the maf curve 109 * .32 == 34.88

dont forget to adjust the cranking pw by the difference in your injector size (20/60), it doesn't get scaled same as the injector offset its global and actual pw

save your tune and write it, then fire it up and dial your fuel in

as you can see, your telling the ecu you have 32% of the injector size it actually has, then your telling it its only measuring 32% of the air its actually getting.

Thus, your air to fuel ratio is equivalent as it would be if you were not scaled just as the scaling write up describes but yet you don't clip the ecu by using too large of values or in your case corrupt values since sct wont let you change the high slope correctly.
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91 4r70w - Skarlett
92 (2x) 5spd & auto - Bianqa, Andrea
93 auto - Danika
94 5spd Rionda
95 auto Aisha
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00 Explorer 5L - Bernyce

Re: SCT Advantage III

Unread postby cedrich100 » Sun Sep 09, 2018 10:54 am

Thanks so much! I'm new to tuning and you go into more details. I purchased a Engine Management Advanced Tuning book however, you've done a better job explaining the process. Do you have any book or publications for sale? Again, thanks as I try and understand SCT's software.
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Re: SCT Advantage III

Unread postby decipha » Sun Sep 09, 2018 1:12 pm

nothing for sale its all free on the homepage
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91 4r70w - Skarlett
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94 5spd Rionda
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Re: SCT Advantage III

Unread postby cedrich100 » Sun Sep 09, 2018 3:30 pm

Would I have to just increase the MAF curve for boost and timing only correct. Say I'm running 6lb of boost I only touch and add the percentage to the timing and MAF?
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Re: SCT Advantage III

Unread postby decipha » Sun Sep 09, 2018 4:26 pm

I have no idea what your trying to ask but no the maf curve has nothing to do with boost, u dial in the maf the same regardless if its in boost or vac idle wot or cruise, the maf curve does not require any different attention for boost if thats what your asking

read the fuel write up on the homepage and you will understand how it all works and how to dial it in properly
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91 4r70w - Skarlett
92 (2x) 5spd & auto - Bianqa, Andrea
93 auto - Danika
94 5spd Rionda
95 auto Aisha
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98 Camaro SS - Bounquisha
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Re: SCT Advantage III

Unread postby cedrich100 » Sun Sep 09, 2018 5:07 pm

Thanks, I'm not sure I know what im talking about either. I'll give a read and most likely have some developmental questions.
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Vehicle Information: 1996 ford Mustang GT, 2V 4.6 PI Heads, Victor Jr intake, 6061 Elbow, 60lb Injectors, 75mm Accufab, , forged pistons, rods, and cobra crank, XE- 274-ah comp cam. long tube headers

Re: SCT Advantage III

Unread postby cedrich100 » Mon Sep 10, 2018 6:47 pm

For the MAF Trans Function I am only allowed to change the "#mass/tic. I can not multiply the scale value of .32 by the lbs/min value. Help?
cedrich100
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Name: Cedric Harris
Vehicle Information: 1996 ford Mustang GT, 2V 4.6 PI Heads, Victor Jr intake, 6061 Elbow, 60lb Injectors, 75mm Accufab, , forged pistons, rods, and cobra crank, XE- 274-ah comp cam. long tube headers

Re: SCT Advantage III

Unread postby decipha » Thu Sep 13, 2018 5:34 am

simply multiply the mass/tic value by your scaling percentage
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decipha
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90 (4x 5spds) - Dante, Ruby, Daja, Ava
91 4r70w - Skarlett
92 (2x) 5spd & auto - Bianqa, Andrea
93 auto - Danika
94 5spd Rionda
95 auto Aisha
Vehicle 2 Information: Others:
00 Lincoln LS - Luanda
98 Camaro SS - Bounquisha
02 Harley F-150 - Sasasha
03 Marauder - DyShyKy
00 Explorer 5L - Bernyce

Re: SCT Advantage III

Unread postby cedrich100 » Sun Sep 16, 2018 10:17 pm

So I did it the way that you described and it doesn't start. However, what I tried was I used the highest MAF value of 64lb and used my sct 2600 maf value of 119 divided it and came up with a scaling value of 0.5378. I used this value and * it by my entire MAF transfer fuction alone with my Fuel injection breakpoint, low slope. I left the hi slope as 0.00535 and it didn't take the .40 and the input remains at .150 as the min PW. I also * the engine displacement by .5378. the engine wants to crank the stock engine displacement id 0.00155. I also couldn't find manifold pressure on SCTs software. IS there anything I'm missing? I tried both your way and the new way and I get nothing.
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Vehicle Information: 1996 ford Mustang GT, 2V 4.6 PI Heads, Victor Jr intake, 6061 Elbow, 60lb Injectors, 75mm Accufab, , forged pistons, rods, and cobra crank, XE- 274-ah comp cam. long tube headers

Re: SCT Advantage III

Unread postby decipha » Mon Sep 17, 2018 4:39 am

I could have told you that's not gonna work, the curve is not the same between your stock curve and the 2600 curve, you need to load in the 2600 curve and scale it down

i have no idea what that means "the engine wants to crank the stock engine displacement"

post your mtf file and when i get a chance i'll go through it and hook u up
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decipha
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Joined: Mon Jul 15, 2013 5:29 pm
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Vehicle Information: Supercoupin' x10
90 (4x 5spds) - Dante, Ruby, Daja, Ava
91 4r70w - Skarlett
92 (2x) 5spd & auto - Bianqa, Andrea
93 auto - Danika
94 5spd Rionda
95 auto Aisha
Vehicle 2 Information: Others:
00 Lincoln LS - Luanda
98 Camaro SS - Bounquisha
02 Harley F-150 - Sasasha
03 Marauder - DyShyKy
00 Explorer 5L - Bernyce

Re: SCT Advantage III

Unread postby cedrich100 » Mon Sep 17, 2018 7:25 am

THanks see attached files,
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Vehicle Information: 1996 ford Mustang GT, 2V 4.6 PI Heads, Victor Jr intake, 6061 Elbow, 60lb Injectors, 75mm Accufab, , forged pistons, rods, and cobra crank, XE- 274-ah comp cam. long tube headers


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