WranglerFix PCM and HPTuners

[TerryD]

2006 Wrangler Unlimited Rubicon with the 42RLE. I swapped the WranglerFix PCM in a couple months ago and it's been great.

I received the MPVI3 from HP Tuners this evening and set it up per the instructions. When I attempted to read the program, it asks me to turn the key off for 3 seconds then back on, after which I get a "unlocker time out" error.

I deselected the ECM part of the PCM and was able to read the TCM. It gave me a pop-up screen telling me to do the key off-key on then click "OK", after which it read the TCM. I attempted to read just the ECM the same way and still don't get the pop-up and then get the "unlocker time out" error in the read box status.

I'm not sure where to go from here with this.

 

[Rickyd]

@Wranglerfix is your pcm locked?

Out of curiosity,what are you going to change terry?

 

[Steel City 06]

For the manual PCM I had to insert a jumper wire between pins 11 and 12 on connector C1. The auto should be good but you could try that. Note my issue was with flashing the tune to the PCM. Reading worked fine without the jumper.

 

[TerryD]

@Wranglerfix is your pcm locked?

Out of curiosity,what are you going to change terry?

I swapped in the 4 hole injectors and my fuel trims are running -10%. For now I just want to start playing with straightening that out and bumping up the timing a little.

I also want to play with the shift points some as well.

In the future I want to swap on an Edelbrock head and a different cam and finally put the 258 crank shaft I've had for 15 years to use.

 

[Wranglerfix]

@Wranglerfix is your pcm locked?

Out of curiosity,what are you going to change terry?

No, our computers are not locked.

 

[Juggernaut]

2006 Wrangler Unlimited Rubicon with the 42RLE. I swapped the WranglerFix PCM in a couple months ago and it's been great.

I received the MPVI3 from HP Tuners this evening and set it up per the instructions. When I attempted to read the program, it asks me to turn the key off for 3 seconds then back on, after which I get a "unlocker time out" error.

I deselected the ECM part of the PCM and was able to read the TCM. It gave me a pop-up screen telling me to do the key off-key on then click "OK", after which it read the TCM. I attempted to read just the ECM the same way and still don't get the pop-up and then get the "unlocker time out" error in the read box status.

I'm not sure where to go from here with this.

Submit a ticket with HPT support.

 

[Juggernaut]

They’ll usually reply within a day or so. While you wait, make certain to download the latest beta version and when you are reading or writing make sure no lights are on, no electric fans, stereo equip etc… I also only read or write with a fully charged laptop without ac power.

 

[Rickyd]

I swapped in the 4 hole injectors and my fuel trims are running -10%. For now I just want to start playing with straightening that out and bumping up the timing a little.

I also want to play with the shift points some as well.

In the future I want to swap on an Edelbrock head and a different cam and finally put the 258 crank shaft I've had for 15 years to use.

Sounds fun! @JMT was that you who worked on shift points with hp tuners?

 

[JMT]

Sounds fun! @JMT was that you who worked on shift points with hp tuners?

Yes. I followed some others.

 

[Wranglerfix]

https://forum.hptuners.com/showthre...out-of-PCM-but-can-t-write-Erase-Failed/page2

 

[Lemmy]

Yes. I followed some others.

Still wish we could enter the standalone TCM on 04 and older TJs.

 

[TerryD]

https://forum.hptuners.com/showthre...out-of-PCM-but-can-t-write-Erase-Failed/page2

I saw that fix here on the forums but I can't even read the tune initially. I'll look into it though.

 

[TerryD]

Well, I drove the Jeep to breakfast running a log just to watch LTFTs. Decided to try a read before I went in the store and it's reading the ECM now....

 

[Steel City 06]

Once you change your fuel injector specifications, be sure to reset your PCM by unplugging the battery for a minute or so. (I think you can also reset it through HP tuners.) That way your long term fuel trims don’t cause the engine to run lean on starting up.

Also be sure to change every table, including the startup PWM tables, not just the fuel mass to injector PWM (and inverse) tables.

 

[TerryD]

I'm gonna hazard a guess that it is battery voltage related on this point. If I have another issue like this, I'll toss it on a charger and try again.

Moving forward, the parameters for this ECM don't match the earlier model tunes I've found. This has VE tables where the earlier tunes are injector pulse in milli-seconds.

I created a LTFT log table of Throttle Position % VS Engine RPM with the same values as the Bank 1 VE table and logged it for a good little drive this morning.

The Base VE minus the LTFT% equaled the "effective VE" the ECM was reporting so I think I'm on the right track there.

I've seen that these engines can be up to 9° low on timing and while that's an extreme jump without a knock sensor of any form on board, I'm thinking I'll bump the base timing map about 3° and see how that affects my LTFTs and just listen for audible knock.

Growing up tuning carbureted stuff, I'm fairly used to that tuning style and again, I'm not going for max HP at the moment. Just a better understanding of tuning basics and a little improvement in LTFTs and highway performance.

 

[Rickyd]

I'm gonna hazard a guess that it is battery voltage related on this point. If I have another issue like this, I'll toss it on a charger and try again.

Moving forward, the parameters for this ECM don't match the earlier model tunes I've found. This has VE tables where the earlier tunes are injector pulse in milli-seconds.

I created a LTFT log table of Throttle Position % VS Engine RPM with the same values as the Bank 1 VE table and logged it for a good little drive this morning.

The Base VE minus the LTFT% equaled the "effective VE" the ECM was reporting so I think I'm on the right track there.

I've seen that these engines can be up to 9° low on timing and while that's an extreme jump without a knock sensor of any form on board, I'm thinking I'll bump the base timing map about 3° and see how that affects my LTFTs and just listen for audible knock.

Growing up tuning carbureted stuff, I'm fairly used to that tuning style and again, I'm not going for max HP at the moment. Just a better understanding of tuning basics and a little improvement in LTFTs and highway performance.

Have you been following jezza's dyno thread? His last video has some info about tuning for 4 hole injectors

https://wranglertjforum.com/threads/dyno-testing-bolt-ons-on-the-4-0.79004/

 

[Steel City 06]

I'm gonna hazard a guess that it is battery voltage related on this point. If I have another issue like this, I'll toss it on a charger and try again.

Moving forward, the parameters for this ECM don't match the earlier model tunes I've found. This has VE tables where the earlier tunes are injector pulse in milli-seconds.

I created a LTFT log table of Throttle Position % VS Engine RPM with the same values as the Bank 1 VE table and logged it for a good little drive this morning.

The Base VE minus the LTFT% equaled the "effective VE" the ECM was reporting so I think I'm on the right track there.

I've seen that these engines can be up to 9° low on timing and while that's an extreme jump without a knock sensor of any form on board, I'm thinking I'll bump the base timing map about 3° and see how that affects my LTFTs and just listen for audible knock.

Growing up tuning carbureted stuff, I'm fairly used to that tuning style and again, I'm not going for max HP at the moment. Just a better understanding of tuning basics and a little improvement in LTFTs and highway performance.

I wouldn’t recommend changing the VE tables to correct for injectors. It might work okay but it will cause issues elsewhere, possibly with emissions calculations.

For the 05-06 PCMs, there are in fact tables that show injector PWM vs mass and vice versa. There are also tables that show startup PWM. Take all of these tables and multiply (or divide in some cases) by your correction factor of 0.90.

I also multiplied the offset by the factor as well. It’s not a perfect way, but unless we actually have that data for the injectors, we have to guess.

Modifying VE tables may be worth considering if you’re noticing a total fuel trim (LTFT+STFT) averages that are high in some spots and low in others, particularly if it skews as a function of RPM or pressure ratio.

 

[TerryD]

Have you been following jezza's dyno thread? His last video has some info about tuning for 4 hole injectors

https://wranglertjforum.com/threads/dyno-testing-bolt-ons-on-the-4-0.79004/

I'll check it out. Thanks!

 

[TerryD]

I wouldn’t recommend changing the VE tables to correct for injectors. It might work okay but it will cause issues elsewhere, possibly with emissions calculations.

For the 05-06 PCMs, there are in fact tables that show injector PWM vs mass and vice versa. There are also tables that show startup PWM. Take all of these tables and multiply (or divide in some cases) by your correction factor of 0.90.

I also multiplied the offset by the factor as well. It’s not a perfect way, but unless we actually have that data for the injectors, we have to guess.

Modifying VE tables may be worth considering if you’re noticing a total fuel trim (LTFT+STFT) averages that are high in some spots and low in others, particularly if it skews as a function of RPM or pressure ratio.

I'll take a look at those in a bit. Getting front diff cover replaced and oil changed ATM.

 

[TerryD]

I wouldn’t recommend changing the VE tables to correct for injectors. It might work okay but it will cause issues elsewhere, possibly with emissions calculations.

For the 05-06 PCMs, there are in fact tables that show injector PWM vs mass and vice versa. There are also tables that show startup PWM. Take all of these tables and multiply (or divide in some cases) by your correction factor of 0.90.

I also multiplied the offset by the factor as well. It’s not a perfect way, but unless we actually have that data for the injectors, we have to guess.

Modifying VE tables may be worth considering if you’re noticing a total fuel trim (LTFT+STFT) averages that are high in some spots and low in others, particularly if it skews as a function of RPM or pressure ratio.

I don't see any 3D PWM tables? Are the 2D tables listed as PW VS Fuel Mass and vice-versa the correct tables?