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Messages posted by: GreenDieselEngineering
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Please find below the data and graph of engine performance information for the different GDE calibrations. You can click on the graphic to view a larger picture of the information.

<table style="width:auto;"><tr><td></td></tr><tr><td style="font-family:arial,sans-serif; font-size:11px; text-align:right">From Engine Performance</td></tr></table>


<table style="width:auto;"><tr><td></td></tr><tr><td style="font-family:arial,sans-serif; font-size:11px; text-align:right">From Engine Performance</td></tr></table>
The optimum stall speed for the KJ CRD would be in the 1800-2000rpm range, right where peak torque is reached. The multiplication ratio is also important and you may have a hard time finding this type of information, usually only known by manufacturer. Lower stall speeds have a side benefit of reducing transmission fluid temps as there is less slippage in normal driving conditions in unlock mode.

Why would the 07+ hemi 5.7l TC have such a low stall speed? Most gas engines typically use converters with higher stall speeds since the torque peak occurs at higher rpms as compared to a diesel. It could be the multiplication ratio is very low on the hemi 5.7, which may lead to less aggressive launch performance if installed on the KJ CRD.

In our opinion the Euro TC is a good balance between stall speed and multiplication ratio and we are confident in its increased clutch capacity during "lock-up". As soon as these are off backorder we will have a couple of them for validating the hot tune and turbo kit. The hemi converter was designed with an 8-cylinder in mind for the lock-up clutch capacity. The KJ CRD torque is similar to the hemi in overall output, but the torsionals will be substantially higher due to having 4-cylinders. These torsionals are the prime driver in "shudder" and lock-up clutch failures.

Another thing to keep in mind, if using the GDE ECO tune or HOT tune, the torque peak is increased and the torque band is broadened. For comparison, stock KJ CRD torque range at/above 290 ft*lb is between 1600-2600rpm and with the ECO tune at/above 290 ft*lb is between 1400-3200rpm. With this broad torque range, the optimum converter should provide a solid launch, minimal slip for heat rejection and keeping the engine rpm in lower ranges to maximize fuel economy.
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This is a breakdown of the coolant gauge and where the needle falls for a given temperature. All temperatures are in fahrenheit.

As long as you're running the car and the needle is within the black portion of the gauge, hammer down. The engine is self-protecting and you need only hold it to the floor when towing up hills and so forth.
The questions are good, we are here to help in any way possible.

Factory torque converters are rated by K factor. Stall speed is a factor of input torque, so the factory KJ 2006MY converter will have two different stall speeds if it is used with the stock engine cal or the tuned cal from GDE. Since ECO tune has more torque than stock, the stall speed may be 100-200 rpm higher.

The K factor for stock KJ converter and Euro TC is the same as far as we understand. It provides a good balance of transmitting useable torque to the wheels and keeping the rpms in check to have decent fuel economy. If the stall speed is too high, the engine will have to rev at higher rpms to keep the vehicle moving. Typically gas torque converters have higher stall speeds than diesel converters.
We would recommend a full NHRA top-fuel roll cage, chromoly exo-skeleton, Dana 80 axles front and rear, Rubicon T-case, 5-point harnesses, and a parachute for insanely-fast quarter mile times!

All joking aside, we've done all of our development based around the stock vehicle hardware. The kit is designed for the consumer to just unbolt their turbo and replace with the new one, make some slight wiring modifications, and enjoy their new-found performance and power! Of course, upgrading your vehicle certainly won't hurt anything, but running everything at their stated limitations hasn't shown any failures yet with the stock hardware.

Based on your list of modifications done so far, you should be good to go for further power enhancements.
The TCU is in charge of what engine speed/vehicle speed/pedal position dictates the upshifts/downshifts and when to lockup the torque converter (partial lockup isn't available for this application). However, the engine ECU is in charge of how much torque to allow at those various load points. This is how we can allow either "full torque" while in lockup, or our modified tables which eliminate the shudder while in lockup at the applicable load points.

Regarding the boost, the maps available on the Garrett website are only applicable to the wastegated version of the GT2056 and don't apply to the KJ's VGT version since it has different trims, A/R's, and wheel diameters. For VGT applications (and all turbo families for that matter), it's important to pay respect to three main constraints: compressor outlet temperatures, turbine inlet/outlet temperatures, and rotational speeds. For this application, the wide-open throttle performance is limited by the turbocharger speed - if you exceed the rated speed for too long then the turbo will self-destruct; however, the same goes for the temperature limitations especially in trailer-towing conditions.

The boost setpoint has been optimized at all engine points to provide the best fuel economy, which translates to both the lowest BSFC at each point and the lowest CO2 output. If you raise the boost setpoint too high in normal driving and thus close the vanes too much, then the engine has to work harder to force the air out through the turbine housing and the fuel economy goes down; conversely, if the boost setpoint is too low, there isn't enough air in the cylinder for complete combustion and fuel economy goes down and the engine smokes. Tuning for peak fuel economy isn't as simple as cranking the boost up all the way and going to town, each operating point must be optimized independently.

We spent considerable time in altitude earlier late spring/early summer to maximize the turbocharger performance in altitude. The tradeoff with higher altitude conditions is that with air of lower density, the turbocharger spins faster for a given boost setpoint so we have to pay respect to these limitations when tuning the boost system. At a given altitude, the boost setpoint was adjusted to give the maximum speed permissible so that performance would suffer as little as possible. This is mainly an issue at WOT throttle and load points slightly less, in normal driving we are able to mostly maintain the sealevel performance for boost and fuel economy.

Our tune (regardless of power level) at WOT from sealevel through 12000' is able to maintain a PR between slightly over 3 at sealevel to down to 2.7 at higher altitudes.

We currently have the new torque converter on order but thus far they are on backorder and should be available mid-september.
We cannot change any transmission behavior, but the engine will produce significantly more torque. The TCU is not sending torque signals on our vehicles. The customer can specify if one wants full torque in "lock-up" or just partial torque if using a stock converter.

We modify the code to raise or lower boost setpoint, which drives the vacuum level at the turbo.

For this tune we focused on maximizing the turbo speeds in WOT conditions running close to the surge limit and following to the peak speed line. In normal driving, the turbo is tuned for maximum efficiency zones that provide the best fuel economy. The fueling tables have several breakpoints and cover the full engine operating range. We only change the parts of the code that can be deciphered.

The euro TC part number is: 68037142AA. It is our understanding that this converter can be ordered through a dealer or mopar online (less $$$). The converter is on back order until 13 September at this point in time.
Today we are releasing the "HOT" Tune for customers with an aftermarket torque converter. This product maintains all the fuel economy advantages of the standard ECO tune, however, it has increased power during wide open throttle (WOT) accelerations. The hot tune does have more visible smoke at WOT, but minimal smoke in just about every other operating condition.

We are not recommending this tune for customers with the stock converter as the tune does not carve out torque availability while the transmission is in "lock-up", what you ask for with the throttle is what you get. This tune causes shudder in lock-up with stock transmission and is not directionally correct for torque converter longevity.

The "HOT" tune is priced at $550 for new customers and $50 for customers looking to upgrade from the base ECO tune. All orders need phone confirmation prior to purchase, so please call with any questions or to order the hot tune.

Thanks,

GDE
Unfortunately we do not have a source for the engine controllers at a reasonable price. New ECUs must be ordered through Mopar. The 2005 CRD ECU lists for $652 at a dealer and online for $450. The 2006 CRD ECU lists for $725 at a dealer and online for $500. We do have a few units on hand that could be sold to customers as needed for about $300 each and the tune would add another $550 to that. What is your reasoning for wanting a spare ECU? It is a very expensive part to have laying around. We could also prepare an ECU with the tune for your vehicle and have you ship the original back to us after installing the tuned ECU, this would prevent any downtime on your vehicle. We will do our best to accommodate you either way.
A turbo timer is not feasible with the tune. The software needs to change to incorporate this feature. It would need to be a standalone feature. It would just be cheaper and easier to leave the engine running for about 30 seconds at idle before turning it off, this is only needed after running at heavy loads and should not be an issue in normal driving conditions.
We could create a video detailing the timing belt swap as one of our vehicles is also nearing the 100k point. The biggest expense for us will be purchasing a video camera for the task. Are you aware of what a dealer will charge for belt replacement?
For those customers who are already running the GDE tune and wish to upgrade to this running change (or any other subsequent release in the future), you are welcome to do so. You simply need to let us know if/when to expect your ECU and cover the costs of the return shipping to you with no other expenditure on your part (just get it here and get it home).
During the course of our development, we continue to improve upon various areas that we find to further improve upon the customer driving experience. As of Monday, July 27th 2009, we released what we call a “V2 Running Change” calibration that takes upon the GDE cal and adds further improvements to enhance the customer’s feedback. This process is similar to the OEM environment where as further refinements are made, they’re released to the customer after subsequent validation and verification. All ECU modules received on or after this date will receive our latest V2 calibration.

In addition to what you might have read and/or researched about the GDE tune, you’ll notice the following additional enhancements:
___•Fuel gauge linearization: The original fuel gauge display was biased towards the full side so that it would remain there longer, giving the customer the false realization that you were hardly using any fuel. We have modified the fuel linearization so that between full and ¼ tank, the gauge will (within a few percent error) display the actual volume in the tank not including the 2 gallon reserve. Hence, if you were to fill up at ¾ tank, it should hold (20gal capacity – 2 gallon reserve) * .25 = ±4.5 gallons, 9 gallons at 50% gauge reading, so on and so forth. We did this based on customer complaints that the fuel gauge was horribly inaccurate.
___•Off-road driveability in 4-LOW: While the T-case is in 4-low, we found that raising the idle speed from 760rpm to 800rpm allowed the vehicle to very slowly climb a parking curb without the use of the accelerator. Based on our testing, this resulted in a much more effortless off-road drive. Additionally, the accel pedal torque map was revised for the 4-low setting to allow for a more linear application of torque while driving in inclement terrain.
___•Vehicle driveability governors: This is just a refinement of our previous settings to have the drivetrain “clunk” less during aggressive tip-out maneuvers, especially in 3rd gear lockup.
For those living in Europe, you should be able to purchase the JK torque converter for use on the KJ. Jeep may not allow the warranty over there, at least until the part is officially released for service, not sure about it. Ask a dealer directly or ask for a unit as a spare so they don't question what you will be putting it in. The torque converter kit part number is 68037142AA and includes four bolts to mount the converter to the flexplate.
The torque converter must be purchased through Mopar and it is still not available for purchase in the US. If all the components become available, we could do complete installs for customers. We certainly recommend upgrading the TC with the turbo kit. This would allow you to have 30-35% more torque in lock-up leading to improved fuel economy while towing, less shifting on hills, improved passing, etc.
 
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