Wrangler CRD TC

gmctd · **Posted:** Wed Jul 29, 2009 1:30 pm

Alto idle-time is a good part of driveability and Average Fuel Economy (idle is 0mpg), for my preferences, I prefer lo-stall and NEUTRAL at evey stop - slush at all pre-lockup speeds is the bad part of AFE - that's why the oriental cars all feel so tight: the TC coupling is tight and they let the transmission handle the torque-apportioning disposition

MrMopar64 · **Posted:** Wed Jul 29, 2009 1:41 pm

I also have yet to see an oriental car than makes 340+ lb-ft of torque at 1800rpm or less...

gmctd · **Posted:** Wed Jul 29, 2009 2:04 pm

True, but ever notice how zippy they feel with those small engines, and the lack of rpm-ballooning off-idle and thru the ranges - sorta like driving a manual trans: the gear ranges handle the torque requirements, the clutch is merely to facilitate stopping and gear changes, with little or no designed-in K-factor slippage when engaged - that's how I like my auto-shifters to respond, like a manual gearbox under a sure foot and a smooth hand, no slippage in any range - 'at sucker slips once in any gear while the turbo is spooling, and I'm on-line looking for it's 0-Kfactor replacement..................

MrMopar64 · **Posted:** Wed Jul 29, 2009 2:15 pm

A lower K-factor was tested some time ago in various applications to see the effects. We found (scientifically) that the launch performance from a dead stop to 60mph was worse (mainly due to the first 60 feet since the turbo will only spool so fast and, in order to limit the smoke, with no boost the fuel is limited) and also the fuel economy was slightly worse because in city driving off and on the pedal, you had to inject more fuel when pushing on the pedal to move the vehicle at the same rate of acceleration. Since the multiplication factor is roughly proportional to the ratio of engine speed to turbine speed, the lower stall speed does give you slightly less multiplication and, hence, less torque able to push the vehicle along. Additionally, the engine performance at the lower end is directly related to the combustion efficiency - if you run a calibration where the injection is still retarded (like an OEM calibration), then the vehicle will feel a lot slushier.

gmctd · **Posted:** Wed Jul 29, 2009 3:05 pm

Yes, that all makes sense, depending on several factors, incl if an F37'ed dog was the test mule - my KJ had the EDGE Trail module installed and in position #2 when I purchased it, so had none of the torque-limited restraints, even with the larger dia tires - I never tried position 1-stock or 3-Holy Cow!!, because #2 was peppy, just too slushy - the Suncoast Hemi-verter made all the difference in the world in touch'n'go driving

I think a poll may contribute some needed data as to theoretical vs tested vs street response :

how many upgraded to Suncoast Hemi-verter, and what was resulted driveability

- on oem-stock KJ, no power-enhancements
-- pre-F37
-- post F37

- on KJ with some form of power-enhancement upgrade
-- INMOTION
-- EDGE Trail
-- etc

And, to be fair:

- how many upgraded to power-enhancement with no TC upgrade and resulted B4\after driveability

- how many upgraded to GDE tune with no TC upgrade, and resulted B4\after driveability

linewarbr · **Posted:** Wed Jul 29, 2009 5:26 pm

I upgraded to GDE with stock TC, but mine is a post-11/05 build. I have never experienced shudder, before or after. I have actually gotten a more responsive pedal and better driveablitiy in low-speed, low-rpm driving, but GDE says that their tune only accesses the full engine torque at WOT.

However, I am considering purchasing their turbo upgrade, depending on price. The JK TC may be a good option for me in that case because of the price.

Wrangler CRD TC

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