Hi Vic,

Wanted to address your response separately, since you ARE, after all, the SCMT guru here.

...touched on but in most cases not really answered -- I spent a good part of the last week reading all 47 pages only to find many questions unanswered.

I understand and appreciate that, but have seen you leave more than a few REALLY long (and helpful) responses in the past, so I hoped you might get into a little more detail on a few of my questions.

Awesome! ... exactly what I was hoping to hear, and I suspect several others will appreciate knowing this too, in light of the recent posts addressing sometimes harsh light throttle shifting.

Fair enough ... I just thought this was a reasonable suggestion to make for the future.

I know manufacturers hate to "spill the beans" on exciting new features until they're ready to take advantage of the "hype," but do you have even an inkling of how long it might be for this feature to arrive? 6 months, a year, more than a year?

This appears to be "the big one" that is causing people the most trouble in making up their minds which way to go. Obviously the goal is to have the performance of the product be the deciding factor, but it seems reasonable that a feature like this is so critical to whether a product can or can't be used at any given time, so I understand the continuing interest in knowing whether you folks have established a time frame for deployment...

Now this one is the question I most wanted an explanation of (if you would be so kind). As you know from my original post, I already knew they couldn't be "flashed," but I was wondering why and hoping you might quickly explain what is physically different in the system that prevents this... Are the motors mechanically different? Is there a different computer in the stronger '03's? Can the appropriate parts be purchased for an '04 that would allow it to run the '03 strategy? I'm sure I'm not the only one who would be fascinated to know the answer to "Why can't it be flashed?"

Of course, the follow-up question I asked is valid too ... at the end of the day, is there a noticeable difference in power when using the SCMT? If not, it really doesn't matter if the '03's are a bit stronger, but you ARE, after all, the man with the unique insight here so if you would be so kind as to gift us with your knowledge we'd really appreciate it and be able to put this question to bed for good...

I expected most forum members to recommend the Excursion over the Sienna (and it's the one I think I'd prefer driving) but how often does the fun factor ever truly get to be the deciding factor in these kinds of decisions?

Thanks again for your time ... hope you might get a chance to go into a little more detail on the two questions I touched on above that haven't been "put to bed" in this thread yet.

Best Regards,
Steve

 

I ordered mine today. Its coming tomorrow. Can't wait! I'll post my seat of the pants review soon.

 

This may be a stupid question but here goes: I noticed on the chart on the SCMT site that a stock 6.0 engine make about 240 hp@ peak. Why does this differ with the 325 hp that Ford advertises. Also, the torque #s are lower. Does Ford measure the HP a different way? Ex. flywheel, rear wheel?

 

That's the difference between crank HP and REAL power at the tire.

You lose power through the tranmission, t/c and the rest of the drive train.
Effective gearing affects power output, IAT, EOT.......the list goes on.

Auto manufacturers advertising numbers don't mean squat when it comes to power at the tire.

 

I sent my SC1704 in to "Vic" at Superchips to fix the harsh shifting and the hanging in gear. It is back 6 weeks later because "Vic" had to spend over a week testing and changing the shifting program. Don't ask where the other 4.5 weeks went. Now it has stock like shifting unless full throttle where you get a firm, quick shift which is needed. The power delivery is the same as the previous unit which I wish was more like the Quadzilla. If only I could have the power of the Quad 160 and the shifting of the SC1704. I do like the SC shifting under full throttle at 3900 rpm, it screams!

So:

*The harsh shift is gone.
*No slips whatsoever.
*No more "hanging" in gear.

The SC1704 version 5.03 is much more refined.

Mark

 

Got mine! This thing is awesome. I've been using tow safe and economy setting. In the latter the power is just incredible. At a stop light, foot on the brake, build boost and let er rip. The rear tires broke loose and smoked through at least two gears. Shifting does'nt seem much different than stock except that they seem to hold a little longer. The other thing I noticed is that the engine runs smoother. I've been a little leary about trying the high performance setting because my truck is stock. I need to get some gauges first. Vic, Is the difference between economy and high performance setting dramatic. I almost can't imagine my truck having more power.

I see an exhaust and an intake on the horizon. Try this product out guys, you won't be disappointed. Also , Thanks to Motorhaven for the quick delivery.

 

On my truck, I found that as long as you aren't towing anything, it is pretty tough to get the EGTs up to where they'd be unsafe.

On the runs at the 1/4 mile drag strip the EGT only hit about 1100 or there abouts - I forget exactly, but not that high anyway.

On some runs up the hill near my house I was able to hit 1200 for a second before I had to get out of the throttle - this is a hill with a 10% grade.

So I would still plan on getting gauges, but wouldn't worry about giving the HP mode a try - just don't tow or haul any big load in the bed and you should be fine.

 

Does anybody know the actuall HP at the wheel with this superchip? Also do you have a dyno run stats?

Thanks
Eddie

 

I would like to consider the programmer. My main concern is not with the durability of the motor or the tranny, but with the oil cooking out. It appears to me that temps are running 200+/- deg F higher than stock at the turbo. Even though the turbo can take it, I'm concerned about what happens to the motor oil that runs through the turbo. Seems to be a possible hot spot that can lead to early sludging of dino oil. Is my concern justified?

 

Nope,

There are tons of folks running them with no problems.

 

My EGTs can reach 1250* without a tuner. I doubt the oil would be the first problem. The turbo impellers and exhaust valves would go before the oil had a problem IMO. If you are worried about it go Synthetic or get an oil cooler.

 

Actually from what I was told by Ford your biggest worry should be the bearings in the turbo as they tend to go first when they get too hot.

 

I'm sorry for the dalay.
I spent a great deal of time studying the adaptive reactions within the program. The past month has been a blur with projects, SEMA, and high workload in general.

I'm glad you like how it shifts now =o)

 

This will vary with EVERY truck.

www.superchips.com has some dyno plots with tabular data.

 

I wouldn't worry about "coking" [coke-ing] your oil as long as you are following recomended oil and filter change intervals.

As with any turbocharged vehicle, I am a firm believer in synthetic.

My personal choices are Amsoil 15w40 for most diesels and Royal Purple for gasoline engines.

Synthetics have less (or no) polymers and are considerably less prone to coking.


A turbo timer is also a great modification.
It allows you to let the truck idle for 10 seconds to 10 minutes after you walk away, without fear of theft. If anyone opens the door, the truck immediately stops running.

Basically, you take the key out of the ignition, lock the doors and walk away.
It will shut off on it's own after the oil has cooled.