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Phase 1 is the first of many tune Phases we are developing for the JL's 2.0L GME. Phase 1 is intended for a stock or slightly modified Jeep. Phase 1 is still in testing and development as of now. We have seen some gains, but have much more in the works before sharing specifics.

We hope to offer our tunes via flash tuning (using our Euro+Drive handheld) and direct/clone ECU tuning (we have successfully cloned an ECU and modified the internal parameters for performance). Much more to come! Stay tuned!





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Engmoreau

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Phase 1 is the first of many tune Phases we are developing for the JL's 2.0L GME. Phase 1 is intended for a stock or slightly modified Jeep. Phase 1 is still in testing and development as of now. We have seen some gains, but have much more in the works before sharing specifics.

We hope to offer our tunes via flash tuning (using our Euro+Drive handheld) and direct/clone ECU tuning (we have successfully cloned an ECU and modified the internal parameters for performance). Much more to come! Stay tuned!
Please consider addressing the CE created by a Downpipe without catalyst like the one from AFE
 
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EUROCOMPULSION

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Please consider addressing the CE created by a Downpipe without catalyst like the one from AFE
We do a P0420 CEL delete for all the cars we tune and will do so for the Jeep as well!
 

Rub-ISH

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Phase 1 is the first of many tune Phases we are developing for the JL's 2.0L GME. Phase 1 is intended for a stock or slightly modified Jeep. Phase 1 is still in testing and development as of now. We have seen some gains, but have much more in the works before sharing specifics.

We hope to offer our tunes via flash tuning (using our Euro+Drive handheld) and direct/clone ECU tuning (we have successfully cloned an ECU and modified the internal parameters for performance). Much more to come! Stay tuned!
intake, inter cooler pipe, DV+ ,exhaust ... phase 2? (Stage 2?)
 
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EUROCOMPULSION

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intake, inter cooler pipe, DV+ ,exhaust ... phase 2? (Stage 2?)
Very possible, yes. We will see when we get the Phase 1 tune done and ready for launch. We plan on making intake systems as well so we would develop the tune with our parts obviously.

As always with our tunes, we will have a detailed requirements page so you know what you need for each Phase.
 

Engmoreau

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Very possible, yes. We will see when we get the Phase 1 tune done and ready for launch. We plan on making intake systems as well so we would develop the tune with our parts obviously.

As always with our tunes, we will have a detailed requirements page so you know what you need for each Phase.
Mishimoto pulled the trick on the CAÍ, should look at their design

also, what will be the benefit of the handheld vs ecu clone? And price wise as well?
 
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Mishimoto pulled the trick on the CAÍ, should look at their design

also, what will be the benefit of the handheld vs ecu clone? And price wise as well?
Misihimoto is a great company, their intake is nicely made.

We prefer an intake that produces actual power/torque gains. Their data on increased flow is great, but with that you should see some performance increases (for some reason they're not present last I looked).

An ECU clone requires that you send in your OEM ECU. It is cloned to another factory ECU, and then the clone is tuned, leaving the OEM ECU unchanged. This option leaves no footprint in regards to warranty. But this is more expensive obviously, it requires the use of a second ECU.

Handheld remap flashes the ECU through the ODBII port. That's more convenient and cheaper, but it also can potentially leave a footprint in regards to the internal flash counter.

We don't have pricing on either option yet as we are still in development. I don't imagine it will be anymore than what we already charge for a tuning system, especially for an OBDII tuning system.
 

Rub-ISH

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Misihimoto is a great company, their intake is nicely made.

We prefer an intake that produces actual power/torque gains. Their data on increased flow is great, but with that you should see some performance increases (for some reason they're not present last I looked).
This is kind of counter intuitive... The Stock ECU tune won't allow for appreciable gains to register, because it will pull timing and try to control the air fuel ratio to hit stock targets.

Really the only way to see how well it works is to tune for the increased airflow. (all they can claim is airflow)

Unlocking the efficiency of these engine mods is what has the forum so pumped for a real obd/ecu tune.

That being said mishimoto does indicate that there was a verifiable HP/TQ gain on the 3.6 version!?!
 
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We've verified the opposite. A similar MAF and system is used on the Giulia, there's plenty of gains on the car with no ECU tune present.

This is a wideband system, it doesn't rely completely on alteration of input to the ECU calibration.

This is not to say there aren't gains to be had by adjusting the tune for the intake. But the ECU tables aren't concrete targets. There are targets and then thresholds. The wideband system can work within the constructs of the thresholds, which can allow for HP gains from increased airflow, volume, ram air pressure, change in temperature, etc.
 

Rub-ISH

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We've verified the opposite. A similar MAF and system is used on the Giulia, there's plenty of gains on the car with no ECU tune present.

This is a wideband system, it doesn't rely completely on alteration of input to the ECU calibration.

This is not to say there aren't gains to be had by adjusting the tune for the intake. But the ECU tables aren't concrete targets. There are targets and then thresholds. The wideband system can work within the constructs of the thresholds, which can allow for HP gains from increased airflow, volume, ram air pressure, change in temperature, etc.
Do you happen to have graphs of that? I always understood modern forced induction engines to control target ranges and limit gains based on meeting target trims in, a/f ratio, EGT, MAF reading, load, duty cycle, and the resulting timing. Regardless of parts...

Efficiency is a different matter

Also I am asking because I have the mishimoto intake and feel it has helped with flow, but also have the IC pipe!
 
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We have dyno graphs of the intake from the Giulia on our site.

We have a lot of information from the 2.0L JL from our dyno as well in regards to these parameters, that is something we will list in our testing information when we release a tune.

We also have a Borla exhaust that will be going on the car, and will dyno before/after. You will see gains with the exhaust if it works, and you will also see the torque curve change down low if it does what it is supposed to.

A modern ECU can limit gains based on knock, temperature, and torque/boost limitation based on speed density. That can change based on what you bolt on to the car, especially if it pulls the needle in the other direction. The ECU knows the stoich Lambda is 1.00, and it can adjust or change what Lambda it is going to run and it will do so consistently based on the variables and circumstances without a change to the ECU.

Target tables used to be simple, now we're dealing with multiple 3D scale, 30X30 tables for Lambda adjustment with back of house thresholds set for any number of scenarios.

EGT calculation models in the ECU also allow for changes to be made to performance without altering the tune.

None of this is to say you can't see gains from adjustments to the tune. For some time, forced induction cars have no longer relied upon open loop or primary targeting in order to achieve a certain level of performance. If this were still the case, piggyback units would be useless without any kind of direct control over lambda and timing advance.

To point out, my response was to this original quote: " Mishimoto pulled the trick on the CAÍ, should look at their design "

My response stated, "their design gained no performance benefits in testing". That's based on their results, and I would not claim that their intake doesn't do anything. In fact, we sell this intake and could easily dyno the intake on our own car (perhaps they were mistaken and the car does gain some power). I'm not saying either way.

At this point, we are stating that if the intake based on its design does not in fact gain any horsepower, it is not because the ECU has to be adjusted to gain power with the intake. And I appreciate your feedback on the parts you run and your discussion, it is very helpful to us.
 
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UPDATE (11/04/2020) STRIDES MADE IN TUNE TESTING, OBSERVATIONS, & MORE:

Over the last few weeks, we've made some strides in testing and getting our ECU tune testing up and running.

First, we are in the process of working out a handheld solution to flash the car. Our current handheld is a small touchscreen device, we are working on setting up the protocol to work in this fashion. This involves a patch unlock (as we've spoken about before) and also the combination of a bypass unit for the Security Gateway Module (similar to what we have to do on the 2.0L GME variant in the Alfa Romeo Stelvio and Giulia). Our current handheld is a small touchscreen device, we are working on setting up the protocol to work in this fashion.

Difference being that the one on the Wrangler is much easier to get to.

TEST 1: Our first test was a simple boost curve change, in order to gauge that our boost control system was making the right corrections (and that we did not push past the diverter valve's ability to stay closed and hold boost stabilized throughout the rev range). This was raising from stock (19.57psi) to 22psi.

This change to the curve yielded some torque down low, but not much peak power, in lower or higher gears.



TEST 2: This second test would be focused on a very important part of the power band. The Wrangler is not going to set speed records, but the ability to sustain and carry torque after peak throughout the rev range is incredibly important and valuable to our manipulation to mapping for later use (tow or crawling maps, etc).

One characteristic of this engine is to have a slow spool, and then suddenly hit power later in the rev range. This is a great style powerband for the Giulia/Stelvio, but the Wrangler has other practical uses.

We zeroed in on take off and torque limitation, within gears and boost limitation in order to increase the amount of torque delivery and response at lower rpm. The results were fantastic as you will see from the charts below.

Not only has this made the car much quicker from low to mid range, but it pulls hard and injects more excitement into daily driving (both on and off the road).

TEST 3: Combining tests 1 and 2 with some refinement, we arrive at our current stage. A combination of low end torque, mild increases in peak power, and improvements to drivability.

This is where we currently stand, but there is still work to be done.



WRANGJL_2AT_Stock_vs_Beta_Tune_1.jpg




Torque is massive. But there are some lower throttle to part throttle transitions while city driving in automatic shifting mode that need to be interpolated and smoothed out. So far there are many improvements to all modes of driving, but we still want to iron out some refinement.

Initial response when going part throttle to WOT is massively improved.

Two things you will notice from the chart:

1. The boost curve (laid out at the top of the chart) descends towards redline from peak.

2. Power does the same as it reaches red line, and you see the gap between stock peak power and tuned peak power come closer together.

At the moment we are playing it safe with boost at the top end. Reason being, there's a great deal of wiggle room for timing adjustments across the powerband, which is not only going to help with fuel economy and response down low (especially if you're hanging around the high torque area off road), but will open up peak power at the top end by a great deal.

We are playing the boost safe there, as well as running a slightly richer mixture than we need to be.

Making this adjustment will be the next step to finalizing this Phase 1 tune.



MOVING FORWARD:

We plan to offer additional maps once this overall tune is finished. We're not satisfied with stopping short here the way the curve looks and feels now, but we will have some variations of this mapping that will come with the tuning system as we sell it.

-91, 93, 94 and other octane variations

-Adjustments for those with Intakes and Exhaust pieces (we currently will be dyno testing our own intake, the Mishimoto intake, and a Borla exhaust). We will make specific mapping for those running these modifications, and more as they become available.

-Raised Rev Limiter

-Auto Stop/Start Default Off - This is not eliminating or turning off the Auto Stop/Start feature. It will reverse the logic of the switch, so that it defaults to OFF automatically when you turn on the car. You can turn it back on should you want to use it, this can be done through the tune.

-Map Applications (Phase 1, Crawler or Off Road mapping, City Driving, etc)

We other things possibly in the works, but still undecided on whether or not we will offer these items (like Pops and Bangs, Burbles, etc). We also are able to optimize catless or high flow catted downpipes, etc with no CEL.

We'll see how these other items pan out as we move along. Stay tuned for more soon, we'll have Intake and Exhaust dyno results to follow.
 

209hunter

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I have catless downpipe, full 3” exhaust, intercooler pipe plus dv+. Would love to beta when you have a tune ready. I can do before and after dyno and on road logging as well if needed.
Looking forward to an actual ecu tune. The JB4 doesn’t have the refinement I wanted.
 

bval001

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UPDATE (11/04/2020) STRIDES MADE IN TUNE TESTING, OBSERVATIONS, & MORE:

Over the last few weeks, we've made some strides in testing and getting our ECU tune testing up and running.

First, we are in the process of working out a handheld solution to flash the car. Our current handheld is a small touchscreen device, we are working on setting up the protocol to work in this fashion. This involves a patch unlock (as we've spoken about before) and also the combination of a bypass unit for the Security Gateway Module (similar to what we have to do on the 2.0L GME variant in the Alfa Romeo Stelvio and Giulia). Our current handheld is a small touchscreen device, we are working on setting up the protocol to work in this fashion.

Difference being that the one on the Wrangler is much easier to get to.

TEST 1: Our first test was a simple boost curve change, in order to gauge that our boost control system was making the right corrections (and that we did not push past the diverter valve's ability to stay closed and hold boost stabilized throughout the rev range). This was raising from stock (19.57psi) to 22psi.

This change to the curve yielded some torque down low, but not much peak power, in lower or higher gears.



TEST 2: This second test would be focused on a very important part of the power band. The Wrangler is not going to set speed records, but the ability to sustain and carry torque after peak throughout the rev range is incredibly important and valuable to our manipulation to mapping for later use (tow or crawling maps, etc).

One characteristic of this engine is to have a slow spool, and then suddenly hit power later in the rev range. This is a great style powerband for the Giulia/Stelvio, but the Wrangler has other practical uses.

We zeroed in on take off and torque limitation, within gears and boost limitation in order to increase the amount of torque delivery and response at lower rpm. The results were fantastic as you will see from the charts below.

Not only has this made the car much quicker from low to mid range, but it pulls hard and injects more excitement into daily driving (both on and off the road).

TEST 3: Combining tests 1 and 2 with some refinement, we arrive at our current stage. A combination of low end torque, mild increases in peak power, and improvements to drivability.

This is where we currently stand, but there is still work to be done.



WRANGJL_2AT_Stock_vs_Beta_Tune_1.jpg




Torque is massive. But there are some lower throttle to part throttle transitions while city driving in automatic shifting mode that need to be interpolated and smoothed out. So far there are many improvements to all modes of driving, but we still want to iron out some refinement.

Initial response when going part throttle to WOT is massively improved.

Two things you will notice from the chart:

1. The boost curve (laid out at the top of the chart) descends towards redline from peak.

2. Power does the same as it reaches red line, and you see the gap between stock peak power and tuned peak power come closer together.

At the moment we are playing it safe with boost at the top end. Reason being, there's a great deal of wiggle room for timing adjustments across the powerband, which is not only going to help with fuel economy and response down low (especially if you're hanging around the high torque area off road), but will open up peak power at the top end by a great deal.

We are playing the boost safe there, as well as running a slightly richer mixture than we need to be.

Making this adjustment will be the next step to finalizing this Phase 1 tune.



MOVING FORWARD:

We plan to offer additional maps once this overall tune is finished. We're not satisfied with stopping short here the way the curve looks and feels now, but we will have some variations of this mapping that will come with the tuning system as we sell it.

-91, 93, 94 and other octane variations

-Adjustments for those with Intakes and Exhaust pieces (we currently will be dyno testing our own intake, the Mishimoto intake, and a Borla exhaust). We will make specific mapping for those running these modifications, and more as they become available.

-Raised Rev Limiter

-Auto Stop/Start Default Off - This is not eliminating or turning off the Auto Stop/Start feature. It will reverse the logic of the switch, so that it defaults to OFF automatically when you turn on the car. You can turn it back on should you want to use it, this can be done through the tune.

-Map Applications (Phase 1, Crawler or Off Road mapping, City Driving, etc)

We other things possibly in the works, but still undecided on whether or not we will offer these items (like Pops and Bangs, Burbles, etc). We also are able to optimize catless or high flow catted downpipes, etc with no CEL.

We'll see how these other items pan out as we move along. Stay tuned for more soon, we'll have Intake and Exhaust dyno results to follow.
This is awesome and exciting for us 2.0 folks! When will this be available for purchase?
 

bval001

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I have catless downpipe, full 3” exhaust, intercooler pipe plus dv+. Would love to beta when you have a tune ready. I can do before and after dyno and on road logging as well if needed.
Looking forward to an actual ecu tune. The JB4 doesn’t have the refinement I wanted.
Would love to hear a sound clip of your jeep. How does the catless downpipe preform for u? Does it throw codes?
 

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