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To locate a dealer near you, Call SCT at (407) 774-2447 or use the dealer locator on the SCT website at www.sctflash.com. Both firmware and software updates will be made available periodically for the SF3 Power Flash and are available in the “Support” section of the SCT website— www.sctflash.com SCT Support Options. So here are some guidelines to remember when purchasing the SCT for your 96-2003 Jeep Ram Dakota: It will lock to your 1 vehicle. You may unlock it 5 times, after that, you have to have SCT tech unlock; It can store 10 calibrations you load using SCT UPDATER program for free; Yes, you need a USB support laptop or PC. ( Windows/MAC with Parallels).
Epson includes ICC profiles for Epson Media as part of the installation of driver software (driver package). Below are additional or updated ICC profiles that are newer or not provided with the driver package. SCT X3 firmware for Mac? Jump to Latest Follow 1 - 15 of 15 Posts. Mikeslegers Registered. Joined Feb 1, 2008 481 Posts. Discussion Starter #1 Mar 10.
Hardware and Software to Flash the JEEP ECU
I do NOT sell these SCT handheld tuner
Information and links are for your benifit
Handheld Tuner/Flasher.....'Canned Jeep 4.0 Tunes'.....Unlimited Custom Tunes.....Computer Software to Program/Tune it yourself, click links below-
SCT DCX 3200 X3 Tuner base 'Canned' Tunes for Mildly Modified 4.0/4.6L Jeeps
SCT DCX 3200 X3 Tuner Naturally Aspirated, Unlimited Tunes 4.0/4.6L Jeep
SCT DCX 3200 X3 Tuner Custom BOOSTED, Unlimited Tunes for BOOSTED 4.0/4.6L Jeep
SCT Pro Racer Advantage III Software DCX, You Tune It Yourself
It can adjust--WOT Fuel, add or remove fuel at WOT
-Spark Modification by RPM, add or remove timing by rpm range, 0-2000, 2000-4000, 4000-8000
-Fan Control, lower the temperature that the fan turns on
-Shift Firmness Control, allows to change trans shift pressure, controls how 'firm' the shift will feel
-WOT Shift points by gear, increase or decrease WOT shift points of each gear individually
-Aspiration type code, FI/NA
-Idle speed, increase or decrease
-Rev/RPM Limiter in Drive, remove/increase/decrease
-Rev/RPM Limiter in Neutral, remove/increase/decrease
-Speed limiter, remove/increase/decrease
-Axle Ratio, to set axle ratio and correct shift patterns and speedo
-tire size
-Rear O2 sensor disable
-Fuel Injectors, adjust for different size fuel injectors
-Traction Control, to disable
-Stores stock tune, stores a true copy of vehicles stock file before programming
-Supports Custom Tunes
-Holds up to 10 Tunes
DCX Tuning SCT X3 Power Flash for '96-'12 DCX Vehicles - PN: #3200
Stores up to 10 Custom Tunes
Dyno Mode Adjustment
Most 1996 - 2012 DCX Vehicles Supported
Datalog DCX Vehicles using SCT's LiveLink Software
SCT LIVELINK DATA Logging Software Now Supports Dodge / Chrysler / Jeep Vehicles
SCT LiveLink Data Logging Software for DCX Vehicles
Datalog DCX Vehicles using SCT's Updated LiveLink Software
Monitor Hundreds of Dodge / Chrysler / Jeep vehicle parameters using the most advanced data logging software available
SCT's LiveLink Data Logging Software is a FREEIncreases Horsepower & Torque!
Increases your vehicles Horsepower, Torque, Throttle Response and even Fuel Mileage
Huge Backlit LCD Display
Huge backlit LCD display for easy viewing, day or night.
Reads/Clears DTC Trouble Codes
Backs Up Factory Tune
Stores your vehicles factory tune file for easy restoration back to the stock program.
Dual Analog InputsMonitor EGT temps, air-fuel ratio and other popular sensor data.
Installs Quickly & Easily
Installs in minutes via your vehicle's ODB-II portStores 10 Custom Tunes
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Stores up to 10 custom tune files created by your local SCT Custom Tuning Dealer.High Speed Datalogging / Monitoring
View & record your vehicles PCM data on the LCD screen or on your laptop.
User Adjustable Vehicle Parameters
Adjust for common performance bolt-ons such as Cold Air Kits, Exhaust Systems & Gears
Free Data Logging Software
SCT's Livelink Data Logging software included
Most Popular Vehicles Supported
Most popular Ford vehicles supported including 2014 models.
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USB Interface Cable Included
USB Interface Cable & Livelink Datalogging software included
SCT Custom Tuning Training & Certification Made Easy!
ON-LINE CUSTOM TUNING TRAINING
SCT’s Training Department has been hard at work to take our proven top of the line Dealer Training Program and make it available Online. This will provide a virtual classroom that you can attend securely from your own shop or even while at home. You will be able to apply learned techniques in real time and ask questions to a live instructor just as if you were onsite at SCT. With SCT’s Online Training Program you get all the benefits and experience of flying to Florida, without the extensive travel costs and drawbacks of leaving the shop for 2-3 days.
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During an SCT Online Training course you will be viewing the Instructor’s PC live, as they demonstrate & explain each aspect of the course and the technical details involved in custom tuning vehicles. While participating in each course, you can listen, interact and ask questions with the classroom via your computer’s speakers/microphone or via telephone by calling into our toll free phone number. SCT’s On-Line training Software is PC/Mac compatible and allows control to be passed to each student for a live, hands-on experience, all from the comfort of your home or office.IN-HOUSE CUSTOM TUNING TRAINING
SCT offers monthly training classes at our Sanford, Florida facility. The SCT In-House Training class consists two full days of hands on software and tuning material. Students experience levels ranging from no tuning experience to a seasoned tuner. The expected outcome of the class is an individual that is comfortable with using the software and has an adept knowledge of tuning.
AVAILABLE ONLINE CLASSES (Classes begin Jan. 21, 2014)
- INTRODUCTION TO ADVANTAGE III CUSTOM TUNING SOFTWARE
CLASSES COMING SOON
DODGE/JEEP ONLINE CLASSES (1ST QTR 2014)
DODGE/JEEP IN-HOUSE CLASS (1ST QTR 2014)
-Classes keep getting cancelled, not enough interest?, SCT not completely pleased with the tuning suite offered for DCX.
Be Careful of information being told by your tuner.
'Tuners' are not engine builders, not supercharger specialists, not jeep enthusiasts. Their info is not honest and reliable.
Here is a 'tuners' post in a Jeep thread and problems I have with it-
Hi Marty,
My refusal to work with aux. injector setups has very little to do with that i 'cant' tune with one, or that I can't make money on it. I simply refuse to do so.
That is because he charges $725!! to tune a boosted application. He doesn't fully understand auxiliary injectors and how to tune with them
I have had numerous instances where someone with a kit similiar to yours has ditched the piggybacks (including the one you sell) in lieu of a 2 bar map, big injectors, and a tune through reprogramming the PCM.
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2 guys that I know of and that is hardly numerous. They had issues before adding the SC and did not follow the instructions on the install of the SC. 6 bigger injectors, 2bar MAP sensor, wide band O2 sensor and SCT tuning is over $1000!! That really doesn't make sense.The complaint is typically the same time and time again- poor drivability or just a general inability to dial it in properly.
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My kits do not have anything to do with poor drivability out of boost, that is all stock. Any drivablility issues is related to the poor condition and state of the stock engine
I definitely do not rely on Jeep 4.0 tuning to keep my business afloat.
That's right, you are not a Jeep owner, not a Jeep enthusiast
The reason why the I6 is slowly going away as an engine platform is , among other reasons, emissions and fuel distribution. Given those details, I would much rather have my primary source of fuel in boost come from the intake port, not pre-blower.
What a bunch of hogwash. All I6 engines are port injected and have even fuel distribution. Older design heads and cams do have less than optimal combustion chambers and emissions but newer I6 engines are totally different. Just ask BMW. Powerful, efficient, ULEV ratings. Maybe going away from I6 platform due to weight and packaging difficulties
Yes, years ago, the primary means of fueling on manufactured turbo/SC kits was aux-injector setups. This was primarily due to the lack of access to most of the PCMs at the time. These have gone away, largely due to poor drivability and engine failures due to poor distribution. Nobody uses these aux-injector setups anymore, because there are better methods now.
90s technology is best delt with 90s technology. These systems, in particular Whipple, did not have driveability issues, engine failures or poor distribution. Actually all the top systems use an auxiliary fuel system and injectors
The difference between aux injection and conventional ECU tuning is about 60* F or so. We did not see 250-300F intake temps, if we did it would have melted the sensor itself. I seem to remember IATs being in the 180F range- hot, but we made it work.
Obviously you didn't fully test things here. Stock Jeeps with the 4.0 have IATs 130-180* especially driving around town. Highway driving depending on the ambient temp, 20-30 degrees above ambient. Now add 6 pounds of boost which WILL add 100-150*F to the stock IAT and temps under boost ARE 250-300*F. THIS IS FACT. These jeeps get heat soaked and run hot. There is no way around that. If these higher temps were not seen, that is because they were not looked at. The sensor will not melt at 250*. What a bunch of BS.
I have the ability to retard timing as IATs increase so this was a non issue aside from it robbing power.
BS again, the stock ecu retards timing with higher IATs. Higher IATs themselves rob power and compounded with timing retard, robs even more power. The fix is not timing retard! The fix is cooler charge IATs.
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However when we tuned and added water/methanol as a chemical intercooler, we saw a 100*F drop and a 2 psi increase due to compressor efficiency changing.So now you have to add water/meth to cool the temps. That is another level of complexity which is not needed when using fuel to cool the temps. Temp decreases with the 7th injector are 60-100*F depending on boost and ambient temp and heat soaking. The fuel thru the compressor also increases compressor efficiency. 2psi increase and 100* temp drop is just not possible. Obviously forgot PV=nRT. That would mean that there was a 4psi increase in boost due to the water meth and that is jst not true.
The M62 is simply too small and too inefficient on these engines to be a viable option. It gets hot because its just too damn small.
Again assumption. On the Jeep 4.0, this is a very viable option. It puts out 5-6 pounds of boost very well. Where this assumption comes from is when idiots try to use smaller pulleys and increase the boost or are installing it on a 4.6L stroker. Here is these cases the M62 is too small. That is why I have M90 kits.
Just my .02.
Your misinformation is not worth a penny.
Regards,
Ryan
P.S. Marty, I find it pretty absurd that you would have the audacity to tell my customers to omit telling me they supercharged their Jeeps with your aux-injector setup- just so you can sell one. Where is your sense of ethics?
My sense of ethics, I don't need to sell kits. I tell the truth. I protect customers. When they want to do something that I don't recommend, I tell them the truth and how to make it work. In this case it was 1 person who wanted to use my kit on a stroker that he was building. I told him to build the stroker and get it broken in and running correctly before adding the SC. The SC on a poorly running engine will only compound the problem. Only after several thousand miles of good running whould I recommend adding the SC. I will still recommend my kit for all the above reasons. My sense of ethics? I don't go around bad mouthing you or anyone else.
I only tell the facts and the truth, and if the truth hurts, so be it.