Harley113
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First, thank you to everyone here, and my apologies for the long dissertation. I've learned a lot by digging through the archives, and the wealth of knowledge shared on this forum has been invaluable. I'm a fairly new, and until now silent, member of the community. I'm also relatively new to the Jeep world as the second owner of a 2021 JTR that I purchased back in February. Over the years I've owned numerous modified 4x4s, all equipped to maximize their ability to get stuck in increasingly creative ways. Since purchasing the Gladiator, I've come to understand why I got it at the price I did. It's turned out to be a bit more of a project than advertised.
So far, I've sorted out several wiring issues, replaced the carpet with ArmorLite flooring and added sound deadening throughout, which was absolutely worth the effort. The truck had only about 9,500 miles on it when I bought it (yes, really), and a list of modifications: an AEV lift, 37-inch tires, 4.88 gears, Leitner rack, Decked storage system, RSE rock sliders, iKamper RTT, on and on. It also came equipped with a Magnuson supercharger on the 3.6L Pentastar.
While the engine ran reasonably well, the transmission behavior was all over the place. It would routinely hold gears to nearly 5,000 RPM before shifting and generally made the truck far less enjoyable to drive than it should have been.
That's when I reached out to Brad at BMP Calibrations for help with both the engine and transmission tuning. His work has been nothing short of outstanding. I purchased an HP Tuners interface and an AEM wideband to get everything properly dialed in. Brad sent an initial tune to establish a baseline since I essentially had nothing to work from. From there, I loaded the tune, completed datalogging under all driving conditions, including city driving, highway cruising, and wide-open throttle pulls, then sent him the logs along with my feedback. After a few rounds of revisions, the difference was remarkable. I now have a truck that drives smoothly, shifts exactly as it should, and makes fantastic power while keeping boost at a conservative and safe 7 psi. No idea how that rubber ended up on the rear fenders.
The point of all this is that the tune I inherited was an absolute mess, and Brad did a phenomenal job helping me transform the truck into what it should have been from the beginning. Whether you're looking for a complete engine and transmission calibration or simply want to refine your shift points to better match your driving style, I can't recommend him highly enough. Working with him has been a great experience, and the results speak for themselves.
Lastly, if anyone happens to know any history about this truck, I'd love to learn more. The only information I've been able to uncover is that it came out of Washington state late last fall. I purchased it in Fort Worth, Texas, after it had apparently passed through a couple of dealerships.
Thanks again to everyone here. I appreciate all the knowledge, advice, and support this community provides.
So far, I've sorted out several wiring issues, replaced the carpet with ArmorLite flooring and added sound deadening throughout, which was absolutely worth the effort. The truck had only about 9,500 miles on it when I bought it (yes, really), and a list of modifications: an AEV lift, 37-inch tires, 4.88 gears, Leitner rack, Decked storage system, RSE rock sliders, iKamper RTT, on and on. It also came equipped with a Magnuson supercharger on the 3.6L Pentastar.
While the engine ran reasonably well, the transmission behavior was all over the place. It would routinely hold gears to nearly 5,000 RPM before shifting and generally made the truck far less enjoyable to drive than it should have been.
That's when I reached out to Brad at BMP Calibrations for help with both the engine and transmission tuning. His work has been nothing short of outstanding. I purchased an HP Tuners interface and an AEM wideband to get everything properly dialed in. Brad sent an initial tune to establish a baseline since I essentially had nothing to work from. From there, I loaded the tune, completed datalogging under all driving conditions, including city driving, highway cruising, and wide-open throttle pulls, then sent him the logs along with my feedback. After a few rounds of revisions, the difference was remarkable. I now have a truck that drives smoothly, shifts exactly as it should, and makes fantastic power while keeping boost at a conservative and safe 7 psi. No idea how that rubber ended up on the rear fenders.
The point of all this is that the tune I inherited was an absolute mess, and Brad did a phenomenal job helping me transform the truck into what it should have been from the beginning. Whether you're looking for a complete engine and transmission calibration or simply want to refine your shift points to better match your driving style, I can't recommend him highly enough. Working with him has been a great experience, and the results speak for themselves.
Lastly, if anyone happens to know any history about this truck, I'd love to learn more. The only information I've been able to uncover is that it came out of Washington state late last fall. I purchased it in Fort Worth, Texas, after it had apparently passed through a couple of dealerships.
Thanks again to everyone here. I appreciate all the knowledge, advice, and support this community provides.
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