oceanblue2019

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That is something you could do I suppose.

We will most likely focus on the heat exchanger first, and the associated piping to the intercooler. The next thing is an intake that can significantly reduce temperatures and make good power. Both of those things together will lower the initial entry temperatures to the intercooler. We'll probably focus on those items first.

I also want to attempt altering how the pump works and when it's actuating to change the cooling profiles. If the hardware can handle this we could affect performance this way as well.
The 2.0L uses a separate pump and coolant system for the liquid to air intercooler. I think it also handles the liquid cooled throttle body system as well but not 100% easy to trace, so that could be a separate system as well.

There is then another coolant system for the 48V hybrid battery, and then the conventional engine cooling system. So at least 3 loops!

The easiest quick fix might be methanol injection to get temps down or go similar to the Dodge Demon and use the super-cooler setup they do to make use of the AC system to super-cool the L2A fluid loop. These setups are also being used by a lot of the Hemi supercharged guys with good success.

And remember it's a heavy Jeep and not a sports car - so having some extra low/mid range grunt is what matters. This is not a vehicle that you are full throttle in for long as it quickly becomes sketchy above 90mph or so.





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And remember it's a heavy Jeep and not a sports car - so having some extra low/mid range grunt is what matters. This is not a vehicle that you are full throttle in for long as it quickly becomes sketchy above 90mph or so.
The primary purpose of manipulating the timing of coolant circulation is (for starters) is that it doesn't actually run all the time. There are moments when, at least in my opinion, it should be running and it's not.

After peak torque moments, you can see temps steadily increase until a circulation event happens and brings them back down. But for example, off road, you'll come back to hit that peak torque zone at lower rpm multiple times before the cooling circulation happens, and as a result the car will reduce timing and become more sluggish.

Finding the profiles in the ECU is something that I've already done, so that's not a problem. It's logging the fluctuations and activity, and figuring out how to change that without breaking anything.
 

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The primary purpose of manipulating the timing of coolant circulation is (for starters) is that it doesn't actually run all the time. There are moments when, at least in my opinion, it should be running and it's not.

After peak torque moments, you can see temps steadily increase until a circulation event happens and brings them back down. But for example, off road, you'll come back to hit that peak torque zone at lower rpm multiple times before the cooling circulation happens, and as a result the car will reduce timing and become more sluggish.

Finding the profiles in the ECU is something that I've already done, so that's not a problem. It's logging the fluctuations and activity, and figuring out how to change that without breaking anything.
Yes, but the flip side of your argument is circulating the fluid more often means less time in the fluid cooler being cooled back down, so less efficiency in the heat exchanger.

Will be interesting to see what you find in the design compromises of the factory system.
 

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Yes, but the flip side of your argument is circulating the fluid more often means less time in the fluid cooler being cooled back down, so less efficiency in the heat exchanger.

Will be interesting to see what you find in the design compromises of the factory system.
They will need to add more fluid capacity if they increase the cycles.
 
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Yes, but the flip side of your argument is circulating the fluid more often means less time in the fluid cooler being cooled back down, so less efficiency in the heat exchanger.

Will be interesting to see what you find in the design compromises of the factory system.
They will need to add more fluid capacity if they increase the cycles.

Yes, on both accounts you're both on to something. We'll just have to see how efficient the stock unit is in comparison with the core we have now to replace it and go from there.
 
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Looking forward to an update as you have time.

Thanks in advance.

Hey Guys,

I apologize for being MIA. We've been closed for the past week, and have experienced some shifts in the business as far as location and inventory movement.

After this week we should be caught up and back at it with the 2.0L JL. We're still working on getting the tune finished and optimized the way we want it to before we finish final dyno testing.

We should be providing some more updates in the next week or so.
 
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QUICK UPDATE: One step closer to making this a reality for the end user.

At the moment we have been tuning by communicating directly to the ECU on the bench (so the ECU is out of the car). Today we were able to patch unlock the serial verification on the ECU on the bench as a test.

This means that the ECU can now be written to via the OBDII port once it is back on the car. But the patch must be applied to the ECU first.

This isn't our ideal final solution (it makes testing map changes a lot easier!), it's still a work in progress but a big step forward in forming this into a finished product for the end user.

Definitely still a work in progress with plenty of kinks, but it's getting there.
 

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QUICK UPDATE: One step closer to making this a reality for the end user.

At the moment we have been tuning by communicating directly to the ECU on the bench (so the ECU is out of the car). Today we were able to patch unlock the serial verification on the ECU on the bench as a test.

This means that the ECU can now be written to via the OBDII port once it is back on the car. But the patch must be applied to the ECU first.

This isn't our ideal final solution (it makes testing map changes a lot easier!), it's still a work in progress but a big step forward in forming this into a finished product for the end user.

Definitely still a work in progress with plenty of kinks, but it's getting there.
Thank you for the update. Keep it up as we are all waiting with anticipation.
 

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@EUROCOMPULSION if you pull off the ecu tune please make one for the AFE downpipe without the catalytic. It triggers a CEL. A tune is needed to address that.
 
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@EUROCOMPULSION if you pull off the ecu tune please make one for the AFE downpipe without the catalytic. It triggers a CEL. A tune is needed to address that.
We will for sure make a Downpipe fix tune. It may not be for the AFE Downpipe specifically, but the CEL fix will still apply to all Downpipes that trigger the P0420 DTC code.

Stay tuned guys!
 
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Hope everyone is well!

Quick update: Phase 1 is in the development and testing stage still. Making progress. No specific info to share yet. Follow us on Instagram to stay posted on our progress!
 

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