2013 Wrangler JKU tuning questions

Loaded a tune today with fairly basic changes just to see how things work in this platform.
Reading my stock calibration took around 10 min or so.
Writing a new tune with basic changes out of the base calibration took around 15 min the first time, There was a screen that popup that told me my current calibration needed a one time change or something for new tunes to be written.
Subsequent changes are only taking 20-30 sec, which is great, I was worried about 10-15min flashes :)

1st question, did I just modded my calibration with some sort of HPT custom OS ?, why the first write took 15 min compared to just sec for the others ?

2nd question, I tried to change the fan strategy, it seems Chrysler like to run their engines on the very hot side, low fan kicks in at 219F, and med/hi fan at 230F, from other posters online, from a diff Dodge platform, (Chargers), it seems Chrysler don't have a medium fan speed, but they recommend to change both ME and Hi the same , so I just did that setting them at 219F, with the lo fan at 210F, flashed the tune and observed.

Noting happened at 210F, the fan is off until the temp reached 225F, then the fan will start working. for what I see, there is only one fan, so I would guess what changes is the speed. I'm used to GM with 2 fans, one for low, another for hi speed, but in any case, I've gone as low as 212 for the med/hi fan speed, and the fan keeps turning on at 225F, Don't we have control of the fan with HPT and the Jeep Wrangler JK platform ?

Attached there is a copy of my latest tune, again, fairly basic to start as I don't know much about Chrysler tuning platform, if somebody could take a look and tell me if i missed something with the fan settings, i'd highly appreciate it.

How do we adjust fueling with Chryslers, there is not MAF table like GM or MAF/Period table like in the Fords.
Something that differs from GM or Ford factory fueling, the Jeep fuel trims are actually on the rich side (-3 -4% LTFT's) compared to 5-6% for GM or Ford vehicles, so if anything, i'd like to learn how to correct fueling, to adjust those fuels trims towards the -2 -0% LTFT's, probably not needed considering the only thing I'll have is a muffler and probably a CAI, but just to know how is done.

It seems this vehicles use VE only ? is there a way to get the virtual VE tables like in VE calc we have around here ? can I use the virtual VE calc to tune the Jeep fueling ?

Also, ive adjusted the pcm for 33" tires with a Superchips Flashcal, happy to report I didn't have to reload the settings I've changed with the Flashcal (Auto Turn Signal, adjusted for 33's, head lamp delay, etc,etc) after writing the PCM with HPT.

Have anybody else done Jeep JK's tuning ?

The IAT gets heatsoaked badly, i'm sure there a couple of ft/lbs to be gained insulating the intake tract, at least for rock crawling or hill climbs, this things aint fast, but they're sure fun offroading :)

Thanks a lot.

Can you post your stock read?

I would try setting your transmission based temps lower, as well.

I have not tried to tune with the neural network enabled, but for VE tuning you really have two options, use an Air Fuel gauge, revert to scanner 2.24, and log Rpms, Pressure Ratio (if you don't have this, log baro and manifold pressure), commanded AFR, and your 5 volt output of your AFR gauge. This will allow you to come up with a percent error between commanded and actual AFR and those percentages should be applied to the VE table to get it nice and clean.

Other option (which I have used and it works OK) is to use your 2.25 scanner and use your fuel trims to come up with how much to adjust your VE table. What I have done is made an excel sheet that adds my long and short term fuel trims together and then multiplies times my current VE table to give me a new VE table to input to the tune.

I wouldn't focus on fueling so much, your biggest performance gain will come from adding some timing to it. I would log for knock retard and start adding 1 degree of timing at a time to your WOT spark table.

Thanks a lot 06300 for looking, I just uploaded the stock calibration in my OP.
I'll try lowering the trans temp this afternoon and see if the fan respond to the commanded temp.

Doesn't work, still spinning the fan on at 225F, instead of for example, 216F as I have in my newer tune.
Dear HPT Tech, can you guys check what's going on with the Jeep Wrangler Calibration ?
Thanks a lot.

Attached is the latest tune file, in theory the fan should be turning on at 216F, or at least close to it,
Whether I set it the ME/HI fan settings between 210F or 219F, the fan seems to coming on at 225F like a clock, like if there was something harcoded at that temp.

Did more testing today, setting the lo fan to 205 and me/hi to 210, nothing changed, the fan kicks in at 225F (fan desired goes up from 10.2% when the fan is dormant, to around 19% when the fan kicks in, and from there, the % fan desired ramps up to about 30% from 225F to 226F, from there it ramps down back to 10.2% at 210F, where the fan shut off)

HPT, can you guys look at why I can't control the Fan ? Superchips is able to do it with their Procal, i'd guess we should be able to adjust the fans with Hptuners :)

To the top, William@HPT, here are the files attached in the first post if you can't download them from my Yahoo email attachment. I don't know why you're not getting them from my yahoo email, I've emailed them to my gmail and Microsoft email addresses from the same Yahoo email without any issues.
Dario.

There's a 2x2 function that is Desired ECT vs. Ambient temperature that needs to be modified in order to turn the fans on sooner, I don't see it in HPT... Stock values are Ambient 32 Desired 105 and Ambient 41 Desired 103 Celsius...

Thanks for the input Yonson, I was on vacations and couldn't check forum/emails, but I see the HPT folks dropped me an email a couple of days ago letting me know they've added the table, I just downloaded the latest 2.25 version as of today, (2.25.2329), and the table is there, so i'll modify it accordingly and give that a try, the table is called PWM Desired ECT, and it's under Systems /Fans / Control by ECT.

Worked like a charm, Thanks a lot fellas, fan turns on 2F above the hi fan temp, ramps up another 2F more for the temp peak, then backs down to the min fan temp, and turn off 2F below the min fan temp. I have the hi fan commanded at 212, by 214F the fan turns on, temp settles at 216F max, from there comes down to 203F, when the fan is turned off, while the Jeep is moving the temp stays at 196-199F on its own without any fan assistance.

Should I disabled the Neural network to tune the VE bank ?
I've done changes to VE bank1, copying to VE bank 2 as suggested, but I'm not seeing the desired changes, my VE is not bad -2% -5% LTFT error for the most part, I'd like to bring that down to -2% -0%.

Now, in the high pressure map cells, is where I see the most negative LTFT values, I've removed as much as 6-7% from the VE bank table 1, and on the next log, I see the same -4 -5% LTFT in the same cells, since I consider 5-6% difference to be a big change in the VE table, ive reverted my changes to a more conservative -2-3% approach for now, but I guess I must disable the Neural network (whatever that is lol) for my close loop fueling to behave accordingly ?

If so, can I run with Neural network disabled, or is it desired to have that enable ?

I found my answer doing a search, no wonder my changes in the VE bank in those cells were no working as expected..
http://www.hptuners.com/forum/showth...ghlight=neural

Quote:

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Originally Posted by bluegoat06

Should I disabled the Neural network to tune the VE bank ?
I've done changes to VE bank1, copying to VE bank 2 as suggested, but I'm not seeing the desired changes, my VE is not bad -2% -5% LTFT error for the most part, I'd like to bring that down to -2% -0%.

Now, in the high pressure map cells, is where I see the most negative LTFT values, I've removed as much as 6-7% from the VE bank table 1, and on the next log, I see the same -4 -5% LTFT in the same cells, since I consider 5-6% difference to be a big change in the VE table, ive reverted my changes to a more conservative -2-3% approach for now, but I guess I must disable the Neural network (whatever that is lol) for my close loop fueling to behave accordingly ?

If so, can I run with Neural network disabled, or is it desired to have that enable ?

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I personally wouldn't recommend it, in my experience turning it off does more harm than it helps. YMMV...

Thanks again Yonson, i'm not touching it for now, but how can we tune fueling if we can't tune VE with the neural stuff disabled ?

Quote:

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Originally Posted by bluegoat06

Thanks again Yonson, i'm not touching it for now, but how can we tune fueling if we can't tune VE with the neural stuff disabled ?

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You rape the injector pulse width and power enrichment tables :(