OK, Ive really been wanting a custom tune but there is so many Im still not sure which one I want. I think I want the 6600, but I was wondering how much of a performance differnce you can get by going with the Excalibrator over the 6600, if any at all. If there is a difference, would it be much, or worth the 75 extra bucks?

Thanks

Edit, almost forgot, since the 9100 is going to be discontinued, is there and close out deals or something to save some money

 

Hi.

According to TP's web site, the 6600 is a different method for implementing the same 'in-depth' custom tuning provided by either a 9100 or 9300.

Differences appear to be:
> no 're-flash' delay - you can change tunes 'on-the-fly'
> holds 5 tunes, ( 4+ stock), instead of 4 tunes (3+stock)
> no email update facility - must return for a reburn
> not 'tweakable' via ExtremeTune v1.06
> ties up the J3 port
> no code scan /clear functions like a 9100
> no fancy blinky Leds, like a 9300 ;-))

My advice ( IMHO ;-)).. if you can pick up a 9100 *real* cheap, go for it. Otherwise wait for the X2 to ship ( soon, I hear.. yeah, right). Search elsewhere in this forum for X2 details.

The 6600 is fine if you can live with the above caveats, or you simply *must* have the ability to switch tunes quickly ( e.g. nitrous applications ). As you said, you would save a little dough.


cheers
--------------------------------------
My other car is a twin-turbo Yugo GT; 100 shot of happy gas.
'0-to-blown head gasket' in 3 seconds ;-))

 

Hello Bartak,

There is no difference in performance between the 6600 and the Xcalibrator - what matters is the tuning inside.

Also, there is no valid reason whatsoever to wait on a future next-generation Xcalibrator, contrary to what some like to post.
The actual fact is, that product doesn't even exist yet, and there has always been a guaranteed low-cost upgrade to that next generation (and more expensive) unit by the manufacturer once it actually does exist and can start shipping. What's being bandied about right now is primarily a few just parroting anything they see others who also know nothing about the actual status of that future product post out on other web sites. Just FYI.

The "bang-for-the-buck" solution is to go with the 6600. Then for those who prefer to flash the PCM, the Xcalibrator is the way to go.

Now for me personally, I think that a couple of the differences mentioned by MDGfan in his post can be a potentially valid point for some owners of heavily modified vehicles (supercharged, etc.) - for example, some people with vehicles that are modified to the point that they literally cannot run on the factory program prefer to flash the PCM, simply because there are some scan tools out there (not the good ones) that cannot communicate fully with the PCM with a chip installed. Then there there is also the consideration for those with those types of mods who can no longer run on the factory program that they may continue to do other modifications, and thus prefer the Xcalibrator with it's email update capability - it's a lot easier to get files by email than to have to send a chip back and forth.

The diagnostics with a chip installed aren't a problem with scan tools that are "standards of the industry" - like Snap-on, or AutoTap, or what you will find at virtually all Ford dealerships, the NGS Star Tester - all of them and many others can easily communicate with the PCM with a chip attached. There are some scan tools that can't communicate properly with the PCM with a chip attached (like Ford's WDS system), so for that reason, some people prefer to flash the PCM. Others simply prefer the extremely quick & easy installation of the Xcalibrator.

The bottom line is, it's up to you - if you want to go the bang-for-the-buck route, the 6600 will be fine. If you want to be able to flash the PCM, and/or if you intend to do significant modifications to the vehicle that would require datalogging & numerous tuning changes, then the Xcalibrator with it's email update capability would be the ticket.

I hope that info helps, & please feel free to give us a call to go over any of this in more detail, get accurate information, costs, results, upgrade options, etc.

Oh, by the way - thanks for the response you gave to the fellow in the other thread that was asking about intake kits, etc - you will see that because he has a 2005 model, I mentioned to him that your info was correct for the 2003 & earlier models, but not for the 2004 & up 5.4 3V's due to their different MAS setup - that's news to a lot of people, so this is just FYI in case you see that post.

Best of luck whatever you decide,

 

Mike, thanks a ton for another one of your extremely informative post. Its very much appreciated. I plan on just the normal mods, pulleys, efan etc to go with my exhaust and intake, so I think I will go with the 6600. However, if I put PI heads on it later on, would that require some extra tuning?

I guess I didnt realize he had an 04+ truck. I just kind of assumed he had a earlier model. So much for my assumtions

I guess if I would have realized I could have told him otherwise from reading some of your other great post on the same subject.

Thank both of you guys

 

Hi Bartak1,

You're very welcome, as always.

Installing the PI heads on a non-PI motor will result in a significant increase in static compression ratio - usually in the neighborhood of at least 10.5:1 - so yes, that would require retuning. That also would require that you used the absolute highest quality premium gas ALL the time.

One thing to consider is that the non-PI heads actually flow BETTER than the PI heads at higher valve lifts - both in stock and ported trim - once you exceed about .480-.490 rated lift. So instead of swapping cylinder heads, owners of non-PI motors might want to think about dropping in the right set of camshafts instead.

 

Mike thanks for the info again. I didnt realize that the PI heads raised compression enough for the use of premium gas.

I also didnt know the non PI head flowed better than the PI's with a cam upgrade. Guess I should have done some more homework before I seriously thougth about it the swap. Good thing I talked to you

Im sure a cam with a lift of .48-.49 would make a big difference compared to the stock .249" lift.

Looks like Ill have to squeeze a port and polish and new set of cams into the budget. Im assuming that will requre retuning too. Of course you know how my assumtions are Do you have any suggestions for cams. The only ones Ives seen for the 4.6 are Crowers, or maybe it was Comp Cams, and Blue Racer's which are made by,...heck I cant remember.

Thanks-your the MAN!!!!!!!

 

Mike said:

"What's being bandied about right now is primarily a few just parroting anything they see others who also know nothing about the actual status of that future product post out on other web sites. Just FYI. "

Hmmm....

It begins on SCT's forum 'Product Updates', with Detroit GT:

"Xcalibrator2
Will the Xcalibrator2 be able to read and clear DTCs? Will it have a LCD screen. What other features will it have that the Xcalibrator does not have? I have been holding off on buying an Xcalibrator because of its lacking ability to read/clear codes and datalog."


Ryan@SCT replied:

"The new one will suit all of your posted needs
There will be a discounted upgrade for current xcalibrator owners
Ryan"


Brian @ SCT said:

"Right now there is no planned upgrade from the 9100 to XC2, but we will evaluate that as the time comes closer. Because customers that have purchased the XC1 have been without basic code clearing and reading ability, we have been working on an upgrade path for XC1 owners ***(although it hasn't been announced yet). ***
We will take it into consideration, but I can't make any guarentees as of this time.
Brian"


At which point silly 'ol MGD said:

"I hope you folks will reconsider this decision.
When I purchased my 9100 last December, it was just at the point of end-of-life ( since then I understand it's back in production), but it was chosen because it had the code scanning features and a user-friendly LCD interface. There was no mention or indication that the XCal1 was a better choice because it had a pre-planned upgrade path. I had not yet discovered this site; I would hope all your dealers would be forthcoming on the choices available at the time of purchase; it might help alter the customer's decision in favour of the Xcal1 over the 9100. I know for sure it would have altered mine!
Please keep us devoted 9100 customers in mind, and please keep us informed.
thanks"


Brain @ SCT replied:

"***no XC1 owners or dealers have been told there is an upgrade that we are working on, it's just somthing that is starting to be put together.*** The main reason is because there is no code clearing or scanning abilities in the XC1 and many users have requested that."


Ryan @ SCT said:

"The X 2 will allow datalogging, similar to our current raptor with support for the newer vehicles as well.
***The device is at least a few weeks away*** ( As of 24-Feb-05)
Ryan"

.............

*Sigh*... so the 'know-nothings' providing the info are in fact the folks working at SCT.

I'm thankful that we received, in one single post, more concrete, factual accurate info on what now appears to be a 'vapourware' product, than we have yet to receive from the manufacturers themselves.

Also, I'd like to point out I never inferred that an upgrade would be without some ( perhaps even significant) cost; I fully appreciate the R&D/features/cost relationship, and would be willing to pay for it. However, as a 9100 user, that will probably not be an option. But, I still love the product, and there are other datalogging alternatives available from TP.

As always... thanks Mike for your detailed, informative posts... liberally imbued with wry humour ... and irony ;-)).


Light up the barbie... let the flames begin!

----------------------------------------------------
It's Friday.. hence it must be Long Island Ice Tea nite!

Cheers!

 

Hi Bartak,

One thing to consider here (as always) is "rated/advertised factory lift" versus the actual amount of lift of the valve off the seat and where in the rotational cycle you're measuring that at, as well as with exactly which cam manufacturer & camshaft, etc. As you probably know, there has always been a significant difference there, but it's even more so in the modular motors generally speaking - and I know that can be a whole can of worms.

Here a while back MM&FF (Muscle Mustangs & Fast Fords) ran a 2-part series article on the 2-V cylinder heads, specifications, which heads have which differences, some of the various camshaft profiles (though primarily regarding Mustangs specifically), etc. And that article is an *excellent* read - though I don't agree with everything you see in every magazine article, that article did a pretty good job in many aspects, and we were glad to see that they mentioned what we'd been telling people for some time - that at higher valve lifts, those non-PI heads actually flowed *better* than the PI heads. The PI heads do in fact have a raw CFM flow advantage on stock factory lower-lift cams, basically, in both stock and ported trim. But once you get a higher lift set of cams installed, then the non-PI's will flow more air in both stock and ported trim.

For a comparison, figure that you only need about 25-40 thousandths more lift to get into the non-PI heads raw CFM flow rate advantage - not a whopping .200 or so difference!

The hop tip is to give us a call before making hard decisions on those kinds of things, as we can supply heads, motors, cams, etc. that will do an excellent job of optimizing those areas. Again, just FYI.

Have fun,

 

Cool, thanks