Towing Tune?

[Gregors]

Hello all. I have a '22 Gladiator Overland, pretty stock in every respect. I tow a small Travel trailer weighing in at 4,000 pounds loaded. No issues towing except thay the transmission doesn't seem to know when to shift. 4-5,000 RPMs is the norm, so I tend to shift manually. My question is this; Is there a tuner that will adjust shift points on this set up to handle this issue? Plenty of power and well within the tow specs, just really frustrating to have to shift manually all the time.

Thanks! Greg

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[ShadowsPapa]

Hello all. I have a '22 Gladiator Overland, pretty stock in every respect. I tow a small Travel trailer weighing in at 4,000 pounds loaded. No issues towing except thay the transmission doesn't seem to know when to shift. 4-5,000 RPMs is the norm, so I tend to shift manually. My question is this; Is there a tuner that will adjust shift points on this set up to handle this issue? Plenty of power and well within the tow specs, just really frustrating to have to shift manually all the time.

Thanks! Greg

How fast are you trying to go? 65 should be it.
Is it hilly where you tow?
Was it windy?
How hard are you pushing the throttle?

Mine shifts fine towing 5,000 pounds. It will delay shifts to about 4,000 RPM but that's fine because it's got to rev up high enough so that when it upshifts, it won't drop the RPM to a point that it's lugging or struggling.

You might be trying to go too fast, or accelerate too fast or pushing too hard - because I've never seen any issue and I tow where the highway grades are at times 3%.

On the other hand, if you've read the owners manual on towing - it suggests MANUAL shifting to keep RPM down and prevent "hunting".

 

[Gregors]

How fast are you trying to go? 65 should be it.
Is it hilly where you tow?
Was it windy?
How hard are you pushing the throttle?

Mine shifts fine towing 5,000 pounds. It will delay shifts to about 4,000 RPM but that's fine because it's got to rev up high enough so that when it upshifts, it won't drop the RPM to a point that it's lugging or struggling.

You might be trying to go too fast, or accelerate too fast or pushing too hard - because I've never seen any issue and I tow where the highway grades are at times 3%.

On the other hand, if you've read the owners manual on towing - it suggests MANUAL shifting to keep RPM down and prevent "hunting".

Thank you for the reply. My apologies on not being clear in my question. I was talking about acceleration shift points. Once up to speed, there are no issues. I tow around 65, not hilly, windy or overly aggressive on the throttle. I find the 4,000 RPM prior to a shift rather annoying. I have read other threads where this seems to be the norm. So, back to my question, is there a tuner to help in that regard? Thanks, Greg

 

[Gvsukids]

So, back to my question, is there a tuner to help in that regard? Thanks, Greg

No.

 

[ChrisNLA]

Thank you for the reply. My apologies on not being clear in my question. I was talking about acceleration shift points. Once up to speed, there are no issues. I tow around 65, not hilly, windy or overly aggressive on the throttle. I find the 4,000 RPM prior to a shift rather annoying. I have read other threads where this seems to be the norm. So, back to my question, is there a tuner to help in that regard? Thanks, Greg

It's normal. The 3.6L peak torque is around 4400 RPM, and horsepower even higher - so when it has a good load behind it the engine needs to wind up a bit to get to all of its power to keep things moving. Accelerate slower or just live with it being a bit high strung. It's a 'small' engine and is totally normal. Manually up-shifting it in the particular scenario wouldn't help anything, it simply needs the power.

 

[Gregors]

It's normal. The 3.6L peak torque is around 4400 RPM, and horsepower even higher - so when it has a good load behind it the engine needs to wind up a bit to get to all of its power to keep things moving. Accelerate slower or just live with it being a bit high strung. It's a 'small' engine and is totally normal. Manually up-shifting it in the particular scenario wouldn't help anything, it simply needs the power.

Great reply, thanks!

 

[ShadowsPapa]

Thank you for the reply. My apologies on not being clear in my question. I was talking about acceleration shift points. Once up to speed, there are no issues. I tow around 65, not hilly, windy or overly aggressive on the throttle. I find the 4,000 RPM prior to a shift rather annoying. I have read other threads where this seems to be the norm. So, back to my question, is there a tuner to help in that regard? Thanks, Greg

Ignore it and don't let it "annoy" you. Welcome to the 20th century IO add jokingly. You think these are bad? Try a 2011 Silverado with the LS engine - shift points in the 5,000+ RPM area.
Heck, when I get onto what we call "the bypass' here going from south of Pleasant Hill toward Altoona, IA (because there's also an Altoona, PA) mine shifts in the 4,500 RPM range while I try to get up to highway speed and that's with only me in the truck, no payload other than my petit little 200 pound frame.
It's how modern engines work, RPM vs. displacement. It's been that way with Japanese and Korean cars since last century. Wind up high and shift.

Chris gave the more technical explanation related to HP and torque, but seriously, it's not just Jeep - I freaked out when I first towed with my Chevy LS. I'd towed with a wimpy 95 F250 with the 351 for years before that and floored, I had trouble making some of the hills on I80 around me and couldn't keep speed limit at times. It would not wind up over about 4,000 RPM.
Then I got the Chevy and it shifted way above 4,000 RPM and on a hill would kick down and wind up to over 5,000 RPM. I got home and called the dealer - they laughed and asked if I'd ever watched racing with LS engines - sure, but.......... they said it's where they make their power these days.
If I wound my 4.0 or 360 like that, I'd be picking up pieces.

They trimmed a lot of weight off of the reciprocating parts and valve train so they could wind up more easily, more quickly, and not have issues. Valves are lighter with smaller stems and so on.

Tall (long stroke) engines generate torque and wind up slow to lower RPM peaks.
Short stroke engines wind up fast and generate their power at higher RPM and have little low end torque.

 

[Gregors]

Ignore it and don't let it "annoy" you. Welcome to the 20th century IO add jokingly. You think these are bad? Try a 2011 Silverado with the LS engine - shift points in the 5,000+ RPM area.
Heck, when I get onto what we call "the bypass' here going from south of Pleasant Hill toward Altoona, IA (because there's also an Altoona, PA) mine shifts in the 4,500 RPM range while I try to get up to highway speed and that's with only me in the truck, no payload other than my petit little 200 pound frame.
It's how modern engines work, RPM vs. displacement. It's been that way with Japanese and Korean cars since last century. Wind up high and shift.

Chris gave the more technical explanation related to HP and torque, but seriously, it's not just Jeep - I freaked out when I first towed with my Chevy LS. I'd towed with a wimpy 95 F250 with the 351 for years before that and floored, I had trouble making some of the hills on I80 around me and couldn't keep speed limit at times. It would not wind up over about 4,000 RPM.
Then I got the Chevy and it shifted way above 4,000 RPM and on a hill would kick down and wind up to over 5,000 RPM. I got home and called the dealer - they laughed and asked if I'd ever watched racing with LS engines - sure, but.......... they said it's where they make their power these days.
If I wound my 4.0 or 360 like that, I'd be picking up pieces.

They trimmed a lot of weight off of the reciprocating parts and valve train so they could wind up more easily, more quickly, and not have issues. Valves are lighter with smaller stems and so on.

Tall (long stroke) engines generate torque and wind up slow to lower RPM peaks.
Short stroke engines wind up fast and generate their power at higher RPM and have little low end torque.
[/QOUTE

Ignore it and don't let it "annoy" you. Welcome to the 20th century IO add jokingly. You think these are bad? Try a 2011 Silverado with the LS engine - shift points in the 5,000+ RPM area.
Heck, when I get onto what we call "the bypass' here going from south of Pleasant Hill toward Altoona, IA (because there's also an Altoona, PA) mine shifts in the 4,500 RPM range while I try to get up to highway speed and that's with only me in the truck, no payload other than my petit little 200 pound frame.
It's how modern engines work, RPM vs. displacement. It's been that way with Japanese and Korean cars since last century. Wind up high and shift.

Chris gave the more technical explanation related to HP and torque, but seriously, it's not just Jeep - I freaked out when I first towed with my Chevy LS. I'd towed with a wimpy 95 F250 with the 351 for years before that and floored, I had trouble making some of the hills on I80 around me and couldn't keep speed limit at times. It would not wind up over about 4,000 RPM.
Then I got the Chevy and it shifted way above 4,000 RPM and on a hill would kick down and wind up to over 5,000 RPM. I got home and called the dealer - they laughed and asked if I'd ever watched racing with LS engines - sure, but.......... they said it's where they make their power these days.
If I wound my 4.0 or 360 like that, I'd be picking up pieces.

They trimmed a lot of weight off of the reciprocating parts and valve train so they could wind up more easily, more quickly, and not have issues. Valves are lighter with smaller stems and so on.

Tall (long stroke) engines generate torque and wind up slow to lower RPM peaks.
Short stroke engines wind up fast and generate their power at higher RPM and have little low end torque.

Great reply, thank you! I'll live with it. I love the Jeep and will make it work! Thanks again. Greg

 

[ChrisNLA]

Ignore it and don't let it "annoy" you. Welcome to the 20th century IO add jokingly. You think these are bad? Try a 2011 Silverado with the LS engine - shift points in the 5,000+ RPM area.
Heck, when I get onto what we call "the bypass' here going from south of Pleasant Hill toward Altoona, IA (because there's also an Altoona, PA) mine shifts in the 4,500 RPM range while I try to get up to highway speed and that's with only me in the truck, no payload other than my petit little 200 pound frame.
It's how modern engines work, RPM vs. displacement. It's been that way with Japanese and Korean cars since last century. Wind up high and shift.

Chris gave the more technical explanation related to HP and torque, but seriously, it's not just Jeep - I freaked out when I first towed with my Chevy LS. I'd towed with a wimpy 95 F250 with the 351 for years before that and floored, I had trouble making some of the hills on I80 around me and couldn't keep speed limit at times. It would not wind up over about 4,000 RPM.
Then I got the Chevy and it shifted way above 4,000 RPM and on a hill would kick down and wind up to over 5,000 RPM. I got home and called the dealer - they laughed and asked if I'd ever watched racing with LS engines - sure, but.......... they said it's where they make their power these days.
If I wound my 4.0 or 360 like that, I'd be picking up pieces.

They trimmed a lot of weight off of the reciprocating parts and valve train so they could wind up more easily, more quickly, and not have issues. Valves are lighter with smaller stems and so on.

Tall (long stroke) engines generate torque and wind up slow to lower RPM peaks.
Short stroke engines wind up fast and generate their power at higher RPM and have little low end torque.

Ain't that the truth. Even the 6.2L in my SS Camaro loves to scream (6200 RPM? Sure!), and even at high RPM it just sounds like it finally got to its happy place...but that V8 sound gives you that confidence

 

[ShadowsPapa]

Ain't that the truth. Even the 6.2L in my SS Camaro loves to scream (6200 RPM? Sure!), and even at high RPM it just sounds like it finally got to its happy place...but that V8 sound gives you that confidence

You may appreciate this if you like the sound of a V8 rev'd up. He goes by "stickshifter" on AMC forums and groups, or used to.


Heck, he's got it wound up before the clutch even moves.

 

[ParatusExpeditions]

So, back to my question, is there a tuner to help in that regard? Thanks, Greg

plenty of tuning company, but only selling the same tune to everyone. This speaks for their understanding or what they’re doing. The answer(in my knowledge) is no, even though there isn’t a reason for it. This means you could also try to hit someone up and see if they would do a one off job for you if they’re even capable of doing so reliably. In the diesel world at least most copy each other, modify it a bit call it their own and start selling those like cookies at high prices.

good luck! ?

 

[atswilson]

I see on the HP Tuners site that they offer transmission tunes.

 

[atswilson]

 

[NC_Overland]

Some of yall are going to kill your engines by towing and lugging the engine not letting it rev. Same with manually shifting with larger tires on stock gears. Then blame it on the 3.6l.

I just let mine rev and 6+ yrs later and a lot of heavy towing and hauling and it runs great. It actually sounds pretty good for a stock NA V6. The 3.6l in my Colorado is a lot more powerful, but it doesn’t sound nearly as good. It does sound angry when pulling 6-7k lbs up hills on the interstate when it shifts to 4th lol

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