Help understanding ECM tuning options

[embs2001]

Hey guys im new here. My name is Erik from ATL. I'm thinking about doing a turbo build. I'm confident in fabing the turbo system, but I'm a little scared about the emc/tuning side of it.

From the reading I have done, people use Split second, AEM FIC, Mega Squirt.

I need help understanding the differences, benefits/ disadvantages/, and difficulty of using these systems.

The main purpose of doing this is for experience and learning how to tune.

I just sold my xj, but will be doing this on a 97-2000 wrangler. Before I buy the wrangler I need help understanding the ecm for these years. I understand there were some wire harness changes and coil changes between these years. Is any year easier/harder than others?

I have never messed with tuning but am very eager to learn.
I would like to buy a controller before I start building the turbo system. That way I can begin to play with the maps and learn how it works. Could I create a high octane tune for learning purposes?
I have one friend who is familiar with building boost maps, but worse case scenario ill take it to a local shop and get help with tuning.

I appreciate any help you guys could give me!
-Erik

 

[Talyn]

Split Second and AEM FIC are very different from MS. The SS and AEM are only piggy backs. While the MS can be made to work in that form its more for a stand alone unit.

The AEM and SS won't really do a high octane tun as that usually involved advancing timing. These units can only retard timing. Sure, you could lean out or enrich the AFR but that won't benefit much as far as a "high octane" tune goes.

 

[PseudoSport]

Since your Jeep is a 1997+ I believe you can have actually have your stock computer reflashed using SCT Advantage III software and run a 2 bar map. Check with FlyinRyan over on the stroker forum or with any of your local tuners.

http://www.jeepstrokers.com/forum/viewtopic.php?f=21&t=3637

 

[Talyn]

Flashing it for Fi is one option which [email protected] does.

 

[sidewaysstarion]

I had Chris reflash my ecu with a more aggressive time curve and it really woke my stock jeep up. I also had him change my extended idle rpm from 1000 to 1200 rpms.

 

[embs2001]

Well guys thanks for the reply. I have actually ditched the idea of turbo and now own a 5.3ls swapped wrangler(just purchased yesterday). Its all novak parts.
I want to beef the motor up a little but I'm worried about the nv3550 I'm running. I'm also still on 33's w/ d30. I no I'm in need for some upgrades. I want to keep the tranny manual so I was thinking nv4500. What do you guys think of this? any other 4x4 manual trany options that hold power?
Should I be in a hurry to upgrade to a ford 8.8?

 

[Talyn]

Ford 8.8 should be fine. Quite a bit stronger than a D44. I'm not fond of the NV4500 due to the very low first gear.

 

[O-Gauge Steamer]

I am rather fond of the NSG370 as the ratios are:
4.46 2.61 1.72 1.25 1.00 0.84 R4.06

Makes for a nice set of gearing and can handle the torque nicely as well. Plus, they fit being 23.5" long when fitted to our I6 engines.

As for the rear end, my Currie HP 9" is, in actuality, an 8.8" differential. A good gear set that. Better than the D44 as Talyn points out and certainly less expensive than a D60.

 

[embs2001]

Is there any aftermarket support for the nsg370? How much torque are they rated for?

Another thing i need to figure out about the rear end is a locker. I wanted to know if when a arb air-locker is unlocked, will I only have power to one wheel? Or does it still retain some kind of posi/limited slip? If not would a Detroit or trutrack locker be better on the street? The vehicle may be used for light offloading, but if I want to stretch the 5.3's legs on the pavement I do not want to do a one wheel peel.

 

[Root Moose]

ARB locker is completely open when unlocked.