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22EcoDs
Well-Known Member
You know, I was wondering that too. If they built in logic to just cycle them open then closed to keep them free? Thats a question for GDE next time I reach out i guess.
RyanJTR
New Member
Do we have any data on MrTuning long term reliability compared to stock? GDE seems like the most thorough tune, but given Carb compliance it does not seem like California residents will have that option
1945gpw
Well-Known Member
Installed the GDE tune last week. Put about 700 miles on it returning to AZ from Colorado.
From a seat of the pants feel I can’t say there’s much difference in the engine tuning. I’d say it’s between the tow and street power level of MRtuning.
No change in fuel mileage or temps unfortunately. A constant 23 mpg hand calculated with GDE and MRtuning only difference was direction of travel. Computer still calculates about 2mpg higher than actual.
On initial cold start up I now get some blue smoke from the exhaust. Didn’t get that with MRtuning.
the most noticeable change is the transmission tuning. The torque converter now locks in first gear which feels like it’s shifting into second but then about a second later actually shifts into second. It’s rather aggressive so can’t say I like it but getting use to it shifting this way now.
When going up a hill or grade with cruise control set it will upshift to maintain speed but won’t hold the new gear and constantly hunts for 7th and 8th.
obviously I can shift into manual to hold 7th or take it off cruise control and manipulate the gas pedal so it won’t hunt but didn’t do this before.
Upshifting without cruise control set is much more responsive which is very nice. With MRtuning it would maintain 8th unless I pressed really far on the pedal so I always had it in manual going over passes to upshift to keep rpm’s higher.
With that being said not sure if it’s worth the money to switch over from MRtuning.
Hopefully long term reliability is better but that would be difficult to prove I think. Will see how my oil analysis comes back in the future with the change.
here’s a short video of cruise control set to 75 showing the gear hunting
From a seat of the pants feel I can’t say there’s much difference in the engine tuning. I’d say it’s between the tow and street power level of MRtuning.
No change in fuel mileage or temps unfortunately. A constant 23 mpg hand calculated with GDE and MRtuning only difference was direction of travel. Computer still calculates about 2mpg higher than actual.
On initial cold start up I now get some blue smoke from the exhaust. Didn’t get that with MRtuning.
the most noticeable change is the transmission tuning. The torque converter now locks in first gear which feels like it’s shifting into second but then about a second later actually shifts into second. It’s rather aggressive so can’t say I like it but getting use to it shifting this way now.
When going up a hill or grade with cruise control set it will upshift to maintain speed but won’t hold the new gear and constantly hunts for 7th and 8th.
obviously I can shift into manual to hold 7th or take it off cruise control and manipulate the gas pedal so it won’t hunt but didn’t do this before.
Upshifting without cruise control set is much more responsive which is very nice. With MRtuning it would maintain 8th unless I pressed really far on the pedal so I always had it in manual going over passes to upshift to keep rpm’s higher.
With that being said not sure if it’s worth the money to switch over from MRtuning.
Hopefully long term reliability is better but that would be difficult to prove I think. Will see how my oil analysis comes back in the future with the change.
here’s a short video of cruise control set to 75 showing the gear hunting
biodiesel
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I would contact GDE and let him know what you're experiencing and how it compares to MRTuning.
Correct me if I'm wrong, but isn't the GDE tune based off your vehicle's factory VIN (stock gear ratio/factory tire size)? If so, wouldn't you need to recalibrate for your larger tires so that the tuning would match the speedometer and transmission shift behavior?
This is all new to me. I've always run stock tires with GDE tuning so I haven't had to make any adjustments. The tune right out of the box is already calibrated for my factory tires.
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1945gpw
Well-Known Member
good point on the recalibration. I’ll have to see if it went back to stock. If so my mpg might have increased slightly after all. I plan on contacting GDE and see what they say about the shifting.
cnapierala
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I can't stand the 1st gear converter lock up either. It doesn't do well at all at 9000' of elevation up my driveway ar 12%+. I reported this but they have not been willing to change it.
ScubaSteve79
Member
Weird. I haven’t had any issues, and I regularly drive at elevations above 9,000 ft. I ran the compliant tune for about five years, basically since shortly after I bought my Gladiator, with no problems.
One important thing is to make sure you also flash the transmission tune and use a Tazer to properly adjust for any tire size changes from stock.
I’m running the Afterlife tune now (no EGR, DPF/DEF), exhaust and intake. Again, no issues at all. I actually gained 2-3 mpg.
Bananaman
Well-Known Member
Hard to till from the picture, but did you retain your stock muffler, or go straight pipe all the way back? Curious on sound level.Weird. I haven’t had any issues, and I regularly drive at elevations above 9,000 ft. I ran the compliant tune for about five years, basically since shortly after I bought my Gladiator, with no problems.
One important thing is to make sure you also flash the transmission tune and use a Tazer to properly adjust for any tire size changes from stock.
I’m running the Afterlife tune now (no EGR, DPF/DEF), exhaust and intake. Again, no issues at all. I actually gained 2-3 mpg.
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ScubaSteve79
Member
I replaced the complete OEM exhaust and now run only a resonator to minimize drone. For me, it’s the perfect balance, not too loud, but with a nice, deeper sound under load. At idle, there’s almost no noticeable difference compared to stock (except during cold start).
ScubaSteve79
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cnapierala
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Start at the bottom of a 12%+ grade that is loose with a swale. Basically mine gets past the point where the torque convert locks up then bogs until the converter unlocks and does the process over againWeird. I haven’t had any issues, and I regularly drive at elevations above 9,000 ft. I ran the compliant tune for about five years, basically since shortly after I bought my Gladiator, with no problems.
One important thing is to make sure you also flash the transmission tune and use a Tazer to properly adjust for any tire size changes from stock.
I’m running the Afterlife tune now (no EGR, DPF/DEF), exhaust and intake. Again, no issues at all. I actually gained 2-3 mpg.
Additionally, this delays the turbo from building boost from a stop in thin air since it doesnt get any RPMs.
I have learned not to pull out in front of traffic because of this (its a dog until it gets past that converter locking and then a little more) and just deal with it on my driveway.
This is in a 2022 Wrangler Ecodiesel Rubicon with 35" tires, stock tune and the GDE emissions compliant tune. My house is at 9100' and most of my driving is between 6800' - 10,500' of elevation. Post of the fall colors just for fun.
caryt
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Just a fyi but seems our trans has Tq converter lockup in all gears.
The ZF 8HP75 automatic transmission used in the Jeep Gladiator JT (primarily paired with the 3.0L EcoDiesel V6 or aftermarket V8 Hemi swaps) utilizes a highly aggressive torque converter clutch (TCC) lockup strategy that operates in all forward gears (1st through 8th)
Because the factory TCM map relies on an aggression-based timer and electronic throttle mapping, installing oversized tires (e.g., 35" or 37"+) on a Jeep JT without re-gearing the axles changes the load calculated by the computer. This can cause the TCC to excessively slip or hunt between locking and unlocking to keep the engine in its power band. To fix or customize the lockup per gear schedule, owners utilize aftermarket TCM tuning tools (such as HP Tuners) to adjust the TCC apply/release curves based on TPS (Throttle Position Sensor) percentage and output shaft speed
The ZF 8HP75 automatic transmission used in the Jeep Gladiator JT (primarily paired with the 3.0L EcoDiesel V6 or aftermarket V8 Hemi swaps) utilizes a highly aggressive torque converter clutch (TCC) lockup strategy that operates in all forward gears (1st through 8th)
| Gear | Ratio | Lockup Behavior |
|---|---|---|
| 1st | 4.71 | Engages immediately after initial vehicle movement |
| 2nd | 3.13 | Modulated / Fully Locked |
| 3rd | 2.10 | Modulated / Fully Locked |
| 4th | 1.67 | Fully Locked |
| 5th | 1.28 | Fully Locked |
| 6th | 1.00 (Direct) | Fully Locked |
| 7th | 0.84 (Overdrive) | Fully Locked |
| 8th | 0.67 (Overdrive) | Fully Locked |
Because the factory TCM map relies on an aggression-based timer and electronic throttle mapping, installing oversized tires (e.g., 35" or 37"+) on a Jeep JT without re-gearing the axles changes the load calculated by the computer. This can cause the TCC to excessively slip or hunt between locking and unlocking to keep the engine in its power band. To fix or customize the lockup per gear schedule, owners utilize aftermarket TCM tuning tools (such as HP Tuners) to adjust the TCC apply/release curves based on TPS (Throttle Position Sensor) percentage and output shaft speed
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