BMP Calibrations Tune Review

[jsemp622]

Posting up since it’s been a couple weeks now. I’ll say I am a bit of a hermit and don’t really write reviews. I got my 2024 3.6 with the automatic tuned by BMP Calibrations (Brad, bmpcamry09 here on the forum)

I went in person since I was only an hour away. Brad let me come to his house and watch his process. He explained everything as he did it and talked in depth about the changes he made.

I got tuned for 87 octane since that’s what was in my tank, and he also supplied me with a 93 tune for free included in his price.

First the 87 file, the difference in the way the Jeep drives with his tune is almost hard to believe. Gone is the dead pedal response. Gone is the part throttle ping (like marbles in a tin can) in hot weather on 87 octane. The engine seems like it works so much easier to accelerate the truck now. On stock tune I had to push over 3500-4000 RPM to get the thing to accelerate to highway speeds. With Brads tune, the midrange power delivery between 2000-3500 is improved so much more that I rarely find myself having to really wind out the engine. The stumble and hesitation feeling I had between 3rd and 4th gear he said was caused by the VVL system, and he fixed that as well.

The transmission feels great too. He says the 8 speed is one of the best in the entire automotive world so it takes only a little actual shift quality modification to get crisp clean shifts. On the transmission side he spends the most time with when the shifts actually happen and when downshifts come in. My Jeep no longer bogs down in down in high gear and just a little push of the pedal results in a nice downshift into the right gear.

I got to test the 93 tune last week. And wow. The down low torque below 3000 is even better. He said 93 octane allows for significantly more part throttle spark and intake advance. The 93 file also pulls quite a bit harder to redline.

Butt-o-meter would tell me I probably gained 30-40 horsepower on that 93 file. Both files feel like they got a serious bump in torque below 3500 RPM too, at least 20-30 TQ for both if I had to guess. We logged my stock file which showed 240 HP and 240 TQ. After 87 tune the log showed 265 HP and 258 TQ. These are numbers the computer spits out, but Brad says they are likely pretty close. He is hoping to take his Jeep to a dyno soon to verify. But my ass in the seat seems to agree his numbers are spot on, maybe even conservative.

I noticed a 1.5 MPG increase on the 93 versus 87. And his 87 tune I noticed a 1.5 increase over stock too

I will probably stick with 87 since it runs so damn good on it now. But don’t hesitate on getting your JL tuned by him. Well worth the money. Going to have him dial in another vehicle for me soon too.

Just be prepared for super fast email response. Like, sometimes within minutes. Tune revisions usually within 6 hours. It’s almost offputting but refreshing as I’ve worked with other tuners on other vehicles who take 2-3 days to reply to simple email questions. Hopefully as he gets busier he still stays responsive. He works another job full time as well.

If anyone has questions I’ll try to help. But probably best if you just go to the man himself.

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[bmpcamry09]

Thanks John!

 

[Odyssey USA]

I’ve run these 35’s with the 4.10 gears for a few years now. I’m more than willing to do gears, but it just doesn’t make sense to me to only go 4.56 from where I’m at. Maybe if I go 37’s at some point.

Anyway, the only thing I’d like to see improved staying with stock gears for now is I’d hope it possible to stay in 8th more but not lug at the same time. If it needs to shift, that’s fine. Whatever it needs but if there’s a touch more torque, would there still be a commanded downshift as often…or are the gains at peak and under the curve up higher?

Hope I’m saying that well enough.

 

[bmpcamry09]

I’ve run these 35’s with the 4.10 gears for a few years now. I’m more than willing to do gears, but it just doesn’t make sense to me to only go 4.56 from where I’m at. Maybe if I go 37’s at some point.

Anyway, the only thing I’d like to see improved staying with stock gears for now is I’d hope it possible to stay in 8th more but not lug at the same time. If it needs to shift, that’s fine. Whatever it needs but if there’s a touch more torque, would there still be a commanded downshift as often…or are the gains at peak and under the curve up higher?

Hope I’m saying that well enough.

Downshift scheduling is strictly based off throttle application % and output shaft speed. We can leave 8th to 7th downshift closer to stock to keep it “lugging” per se, but with the other tuning changes, you’ll have more available torque in those lower throttle application ranges, so it’ll be much better. We can even make the downshift at lower throttle application less sensitive than stock. However you decide, we can make it work!

 

[Odyssey USA]

Downshift scheduling is strictly based off throttle application % and output shaft speed. We can leave 8th to 7th downshift closer to stock to keep it “lugging” per se, but with the other tuning changes, you’ll have more available torque in those lower throttle application ranges, so it’ll be much better. We can even make the downshift at lower throttle application less sensitive than stock. However you decide, we can make it work!

I guess it’s more so the going back-and-forth that’s concerning to me in regards to transmission longevity outside of the annoyance. I don’t want it to lug, but also don’t want it jumping all over the place so that’s why I was hoping that there’s more power to keep it from losing speed as you go up a tiny little hill that would cause it to lug? Know what I mean?

 

[bmpcamry09]

I guess it’s more so the going back-and-forth that’s concerning to me in regards to transmission longevity outside of the annoyance. I don’t want it to lug, but also don’t want it jumping all over the place so that’s why I was hoping that there’s more power to keep it from losing speed as you go up a tiny little hill that would cause it to lug? Know what I mean?

I know what you mean! I don’t get too aggressive with the downshift mapping until over about 30 percent pedal, which is actually fairly deep into the pedal. My mapping I send to everyone from the get go suffices for 98 percent of people.

 

[Scott97]

Downshift scheduling is strictly based off throttle application % and output shaft speed. We can leave 8th to 7th downshift closer to stock to keep it “lugging” per se, but with the other tuning changes, you’ll have more available torque in those lower throttle application ranges, so it’ll be much better. We can even make the downshift at lower throttle application less sensitive than stock. However you decide, we can make it work!

Are the gains and benefits of your engine tunes noticable for those of us that have the 6 speed manual transmission?

 

[siggy]

Are the gains and benefits of your engine tunes noticable for those of us that have the 6 speed manual transmission?

I would argue us manual owners benefit the most!

 

[bmpcamry09]

Are the gains and benefits of your engine tunes noticable for those of us that have the 6 speed manual transmission?

I’ve done more manuals than automatics, absolutely. Makes them much more manageable and useable.

I’m locally tuning a 6MT with 3.45 gearing, which is the worst possible combo, here in a couple weeks, so looking forward to seeing how that goes since most manuals I’ve done are 4.10 or 4.88.

 

[Scott97]

I’ve done more manuals than automatics, absolutely. Makes them much more manageable and useable.

I’m locally tuning a 6MT with 3.45 gearing, which is the worst possible combo, here in a couple weeks, so looking forward to seeing how that goes since most manuals I’ve done are 4.10 or 4.88.

Good luck, will be interested to hear how things go. I will check out your threads and YouTube. I am running 35s and 4.88 gears on a 2024 Willys. No major complaints but always interested in improvements.

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