bmpcamry09
Rock Sponsor (Level 1)
- First Name
- Brad
- Joined
- Feb 28, 2026
- Threads
- 6
- Messages
- 164
- Reaction score
- 243
- Location
- New Athens, IL
- Vehicle(s)
- 2025 JLU 3.6
- Thread starter
- #1
Today was the long awaited trip to the dyno. This was with my JL, but JT will be the same, exact same tuning between the two.
Overall goals were:
-10 HP/10 TQ on 87 Octane
-30 HP/30 TQ on 93 Octane
-Smoothing the torque curve and getting a more flat powerband under 3500 RPM
-Optimizing WOT fueling and finding the power limits for fuel and spark
-Backing everything down from the limits for a safe file that will keep your Jeep reliable and safe
Big thanks to EcoTech Imports in Affton, MO for letting me hog the dyno for 3 hours this morning. Highly recommend his services if you own a Subaru! Big thanks to @kefurr for tagging along and watching. He got to truly see how big of a nerd/dork I am.
I want to preface this by saying my whole goal with tuning these was/is drivability improvements, more usable torque where you need it, better engine response, VVL stutter fix, smoother more refined engine and transmission operation, better shift scheduling, better cooling fan settings, and more. Wide open throttle torque and horsepower is only a small piece of the puzzle, but the numbers questions come with the territory. My end numbers may not be as high as some others seen out there, but I absolutely promise that no one's product is as developed as mine. I am completely fine with my results and will not compromise safety and longevity. These dyno runs are WOT only and will not show any part throttle or everyday driving improvements. Just reach out to any of my customers and find out for yourself if tuning is a good option for you.
Specs and info on today's run:
-93 Octane Top Tier fuel already in the tank, so my stock numbers are actually really good, these pull timing with 87 in the tank.
-Fresh oil change, 5W30 PUP, it's 3rd oil change since it's purchase (put some Pennzoil up in there.....synthetic....IYKYK
)
-7400 miles on the jeep
-Bone stock Sport S, no mods, stock exhaust, stock intake, air filter is actually a bit dirty, oops.
-3.45 gears, 31.5 tires
-95-100 degree ambient temperatures
-All runs done in manual mode 4th gear with torque converter locked and with traction control off.
-Intake air temperatures ranging from 110 to 140 degrees (HOT)
-All knock sensor settings and safeties left in place.
-Two wideband sensors installed to verify fuel trims, both mine and the dyno operators.
Some things I have learned while developing this tuning platform and further confirmed today-
-More air and more fuel does not mean more torque under 3500 RPM, too much causes disruption and a dip in torque, this is how the factory is set up.
-Maxing out the intake cam advance at WOT actually causes the engine to bog down a bit even though it's sucking more air.
-This engine likes intake and exhaust valve overlap underneath 3000 RPM and actually benefits from it (this was hard for me to wrap my head around).
-High lift is never used during WOT (I proved this months ago, but the dyno proved it even more).
-This engine likes an AFR of 12.0 to 12.3 at wide open throttle, any leaner does not add any power and induces spark knock.
-87 Octane can only handle about 2 degrees of extra timing below 3000 RPM, otherwise timing must be pulled lower than stock to prevent knock retard when hot.
-91 Octane or higher is pretty much a must use during the summer time if you don't want timing being pulled.
-93 Octane freaking rocks in this engine, it can handle 8-10 degrees more timing under 3000 RPM, this amounts to an extra 50-80 pound feet of actual useable torque in part throttle driving so long as the engine is tuned to command it, which mine are.
-Neural Network (basically an advanced VE system) is fairly accurate stock, but start tweaking stuff too much and it needs minor adjustments.
-These engines run naturally lean at all times, especially at WOT, up to 7 percent lean in certain instances.
-Messing with MBT timing tables throws off a lot of stuff deep within the tune, if your tuner does this, he should stop. LOL
End results-
Red - Stock Run, 236 HP 224 TQ
Green - 93 Octane Original File, 253 HP 238 TQ
Blue - 93 Octane after revision, 257 HP 243 TQ
87 Octane Tune (sorry, forgot to add to dyno graph, see Youtube video for clip of it) - 245 HP 229 TQ
So frankly, I was a little bit disappointed, as Livernois claimed some higher numbers using the same dyno. I could have achieved those numbers with added spark timing and decreasing knock sensor response further, but I don't tune that way and I never will. I would rather not push the limits. I actually only even had ping on one occasion today. I did not want to push the envelope too hard as this is my wife's daily. I know how my customers use their Jeeps, and again, my focus is on part throttle and daily driving and not just WOT. My customers on here will vouch for me. I have nothing to prove.
These were less than ideal conditions. For most people, as I have been saying all along, plan on 10 HP / 10 TQ peak increases with 87 octane, and 20-30 HP and 20-30 TQ with 91 to 93 octane. Plan on having an extra 20-30 TQ available under the curve at part throttle with 87 octane, and an extra 40-50 TQ available under the curve at part throttle with 93 octane. Unfortunately, there is no way to dyno this.
I hope you all enjoy this data. Again, I strive for integrity, transparency in my process, and giving you the best end result.
Here is the Youtube video of my day.
I'll also attach my tuning guide for those who haven't seen it. It answers most questions.
Overall goals were:
-10 HP/10 TQ on 87 Octane
-30 HP/30 TQ on 93 Octane
-Smoothing the torque curve and getting a more flat powerband under 3500 RPM
-Optimizing WOT fueling and finding the power limits for fuel and spark
-Backing everything down from the limits for a safe file that will keep your Jeep reliable and safe
Big thanks to EcoTech Imports in Affton, MO for letting me hog the dyno for 3 hours this morning. Highly recommend his services if you own a Subaru! Big thanks to @kefurr for tagging along and watching. He got to truly see how big of a nerd/dork I am.
I want to preface this by saying my whole goal with tuning these was/is drivability improvements, more usable torque where you need it, better engine response, VVL stutter fix, smoother more refined engine and transmission operation, better shift scheduling, better cooling fan settings, and more. Wide open throttle torque and horsepower is only a small piece of the puzzle, but the numbers questions come with the territory. My end numbers may not be as high as some others seen out there, but I absolutely promise that no one's product is as developed as mine. I am completely fine with my results and will not compromise safety and longevity. These dyno runs are WOT only and will not show any part throttle or everyday driving improvements. Just reach out to any of my customers and find out for yourself if tuning is a good option for you.
Specs and info on today's run:
-93 Octane Top Tier fuel already in the tank, so my stock numbers are actually really good, these pull timing with 87 in the tank.
-Fresh oil change, 5W30 PUP, it's 3rd oil change since it's purchase (put some Pennzoil up in there.....synthetic....IYKYK
)-7400 miles on the jeep
-Bone stock Sport S, no mods, stock exhaust, stock intake, air filter is actually a bit dirty, oops.
-3.45 gears, 31.5 tires
-95-100 degree ambient temperatures
-All runs done in manual mode 4th gear with torque converter locked and with traction control off.
-Intake air temperatures ranging from 110 to 140 degrees (HOT)
-All knock sensor settings and safeties left in place.
-Two wideband sensors installed to verify fuel trims, both mine and the dyno operators.
Some things I have learned while developing this tuning platform and further confirmed today-
-More air and more fuel does not mean more torque under 3500 RPM, too much causes disruption and a dip in torque, this is how the factory is set up.
-Maxing out the intake cam advance at WOT actually causes the engine to bog down a bit even though it's sucking more air.
-This engine likes intake and exhaust valve overlap underneath 3000 RPM and actually benefits from it (this was hard for me to wrap my head around).
-High lift is never used during WOT (I proved this months ago, but the dyno proved it even more).
-This engine likes an AFR of 12.0 to 12.3 at wide open throttle, any leaner does not add any power and induces spark knock.
-87 Octane can only handle about 2 degrees of extra timing below 3000 RPM, otherwise timing must be pulled lower than stock to prevent knock retard when hot.
-91 Octane or higher is pretty much a must use during the summer time if you don't want timing being pulled.
-93 Octane freaking rocks in this engine, it can handle 8-10 degrees more timing under 3000 RPM, this amounts to an extra 50-80 pound feet of actual useable torque in part throttle driving so long as the engine is tuned to command it, which mine are.
-Neural Network (basically an advanced VE system) is fairly accurate stock, but start tweaking stuff too much and it needs minor adjustments.
-These engines run naturally lean at all times, especially at WOT, up to 7 percent lean in certain instances.
-Messing with MBT timing tables throws off a lot of stuff deep within the tune, if your tuner does this, he should stop. LOL
End results-
Red - Stock Run, 236 HP 224 TQ
Green - 93 Octane Original File, 253 HP 238 TQ
Blue - 93 Octane after revision, 257 HP 243 TQ
87 Octane Tune (sorry, forgot to add to dyno graph, see Youtube video for clip of it) - 245 HP 229 TQ
So frankly, I was a little bit disappointed, as Livernois claimed some higher numbers using the same dyno. I could have achieved those numbers with added spark timing and decreasing knock sensor response further, but I don't tune that way and I never will. I would rather not push the limits. I actually only even had ping on one occasion today. I did not want to push the envelope too hard as this is my wife's daily. I know how my customers use their Jeeps, and again, my focus is on part throttle and daily driving and not just WOT. My customers on here will vouch for me. I have nothing to prove.
These were less than ideal conditions. For most people, as I have been saying all along, plan on 10 HP / 10 TQ peak increases with 87 octane, and 20-30 HP and 20-30 TQ with 91 to 93 octane. Plan on having an extra 20-30 TQ available under the curve at part throttle with 87 octane, and an extra 40-50 TQ available under the curve at part throttle with 93 octane. Unfortunately, there is no way to dyno this.
I hope you all enjoy this data. Again, I strive for integrity, transparency in my process, and giving you the best end result.
Here is the Youtube video of my day.
I'll also attach my tuning guide for those who haven't seen it. It answers most questions.
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