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The slot in the top of the intermediate shaft must be positioned so that the slot runs from an 11:00 oРІР‚в„ўclock to a 5:00 oРІР‚в„ўclock position when cylinder #1 is at TDC compression stroke ( if the shaft is straight front to rear that is the 12:00 oРІР‚в„ўclock to 6:00 oРІР‚в„ўclock position). If the intermediate shaft was removed, as when replacing the camshaft, it must be correctly positioned before the distributor is installed. When the distributor is re-installed you need to get the sync close enough to start the engine so you can get it properly synced. TheР”Вistributor does not control the spark timing that is controlled by the computer. Synchronized to properly time the injector pulse (spray), similar to the ignition timing for the spark plugs. When the distributor is removed and replaced in the magnum (fuel-injected) engines, the distributor must be Magnum Engine Distributor Removal, Replacement, Re-syncing Here is a great article below that will help you understand further details: (although I may actually be the author from the Bionic Dodge days.) No scanner though? Simply follow the clocking directions above and you will be super close. In the performance world, we always set to +4 to throw the mix right as the valve is opening with velocity. It will display sync OK if it is between -8 and +8. Once you have mechanically set the steps above, you can put a scanner such as a Matco, SnapOn or DRB to set the sync. When moving that oil pump driveshaft by changing cams, it has to be set back up to properly fire your injectors.

That's right, it is what turns the oil pump downstairs and the distributor upstairs. Underneath the distributor is a gear driven by your camshaft called the oil pump driveshaft. You just missed your cylinder fill window for that cycle. You can imagine what happens if your intake valve has just closed and then your send fuel in the runner. The time is called cam sync- which is related to your crankshaft position sensor. What you do change is WHEN your injectors fire. Moving the distributor does not change your spark~that's right, does not change it. So you moved your distributor or changed cams and now the truck is running strange? What gives? Can I just throw my timing light back on my 92-2003 318 and reset it? Must be the tune right? Listed below is a normal Dakota 360 5.9 gain at the tires from a dialed in SCT calibration.

If you have errors, you have to contact SCT Support, not your tuner.

In the future the replacement for the X3 SCT will allow more vehicle on 1 handheld for a fee.

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Send in all the specs of your mods and octane use you plan on running.

You need to send your tuner the the PCM number off the truck (56040123AB for example).

Battery should be fully charged and better a trickle charger on when flashing to the truck.

Yes, you need a USB support laptop or PC.

#5.9 magnum ecu tuning for free#

It can store 10 calibrations you load using SCT UPDATER program for free.You may unlock it 5 times, after that, you have to have SCT tech unlock So here are some guidelines to remember when purchasing the SCT for your 96-2003 Jeep Ram Dakota:

Now you can run a 2 bar map sensor with 60lb injectors if you are supercharged or turbo'd. But when stroking the engine, adding cams, heads or power adders such as boost, there were few solutions beyond increasing fuel pressure to account for boost.

#5.9 magnum ecu tuning plus#

Before that, we had Hypertech and Superchips plus Mopar Performance PCM's. SCT opened up a whole new world for the performance industry by allowing end users to modify the factory calibrations on all platforms.

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Either you can purchase the software and write to it on your own or your preferred tuner will write the calibration for you and email it. It allows you to rewrite your factory calibration in your engine controller for more horsepower and torque. So what is this sorcery you speak of? What does it do? Will this magic box steal my soul.