tunning 08

[mjorgensen Woodhouse]

PCM is in the same location and will not be hard to swap BUT the dealer has to do the install because of tool and Chrysler internet hookups are used to calibrate the T.B and initialize the PCM to the VIN.

 

[wallbanger]

will it stop the "check engine" light from recurring with belanger headers?

 

[mjorgensen Woodhouse]

will it stop the "check engine" light from recurring with Belanger headers?

Yes, the parameters are greatly widened so there will be no CEL.

 

[rcl4668]

Like Malu I am trying to think this mod through a bit.

My situation is that I have the full Belanger system with no other engine mods and I am not having any CELs with the Belanger system. I may want to add a cold air intake if and when it becomes available but I do not have any plans to supercharge, add nitrous etc. (although the ported heads option that Chuck Tator mentioned on the other thread is intriguing). Thus, the remaining benefits of the Mopar ECU for me would be slightly elevated and smoother hp and torque, skip shift elimination, higher redline and improved throttle feel (I have never really noticed a throttle sensitivity issue on the street or the track).

I need to weigh that against possible emissions issues (the ECU ignores the downstream O2 sensors), possible voiding of my warranty (although my local dealer is very reasonable about modifications) and the need to consistently raise our local 92 grade gas to 93 octane (based on recent posts I do not want to use MMT or methanol-based octane boosters).

Price is a nonissue as the roughly $1200 price tag seems reasonable.

As I said, I am on the fence and would love some feedback. Oh, the car is used 50/50 for both street and driving schools with roughly 6-10 driving schools per year.

Thanks.

/Rich

 

[Viper X]

Most of us (regular track guys) run 100 octane at the track on warm days - so no issue here.

On the street, Torco sells a very good octane booster that I use in my Paxton car on hot days. Wouldn't take much Torco to move the octane from 91 to 93 and 100 octane unleaded is also available locally on the street.

The NOS off road brand of Octane booster works well and is available at most auto parts stores.

"the dealer has to do the install because of tool and Chrysler internet hookups are used to calibrate the T.B and initialize the PCM to the VIN."

I wonder why we can't swap the computers ourselves? This is almost a deal breaker - and should be simple. This solves all of the issues, Mopar Computer at the track, OE computer on the street.

Perhaps Mark can help / explain this to the computer weenies.....

 

[Malu59RT]

Most of us (regular track guys) run 100 octane at the track on warm days - so no issue here.

On the street, Torco sells a very good octane booster that I use in my Paxton car on hot days. Wouldn't take much Torco to move the octane from 91 to 93 and 100 octane unleaded is also available locally on the street.

The NOS off road brand of Octane booster works well and is available at most auto parts stores.

"the dealer has to do the install because of tool and Chrysler internet hookups are used to calibrate the T.B and initialize the PCM to the VIN."

I wonder why we can't swap the computers ourselves? This is almost a deal breaker - and should be simple. This solves all of the issues, Mopar Computer at the track, OE computer on the street.

Perhaps Mark can help / explain this to the computer weenies.....

I hate to see everyone (including myself) throw out the words "deal breaker", especially with how hard Mopar has worked to bring something to market and at a reasonable cost. I think Mark would have to specify whether the first-time installation requires the dealer installation, or if every installation requires it.

Since the TB is controlled electronically, the dealer has to calibrate it, which makes sense, since I'm sure every car is different. 0% open throttle has to be programmed (blades closed)for that ECU on that car, as well as 100% open (WOT), for the ECU to accurately control airflow. However, what happens if the factory computer is shut down at maybe 1 or 2 % open (idle), then switched to the Mopar ECU that thinks it's at 0% on start-up or at 5% on startup. Will this issue compound itself over the course of multiple ECU switches, until the car is starting with the TB's wide open? Or does the car always shut down at 0% open? I'd go nuts if I had to think about it.

Mark J, we all like to fuss about small things here and there, but in the end, there will be people that have to compromise on octane rating/installation/price, etc. We all can't "have our cake and eat it too". Thanks for working with Mopar and SRT to bring this ECU to existence. I'm positive it will sell!

 

[redtanrt10]

ViperX, maybe its as simple as program the first time then we can swap? We'll all learn more soon. I'll bet Dan C will install and program for little $'s. (And I'm hoping I get mine first and he installs and dyno's for free!) Your ACR is trailered so how many miles on the street do you think you'll go? I'm thinking of running it all the time on the new computer and use NOS octane, then blend with the 100 at the track. Do you have an ETA on your's? Mike

 

[rcl4668]

I hate to see everyone (including myself) throw out the words "deal breaker", especially with how hard Mopar has worked to bring something to market and at a reasonable cost. I think Mark would have to specify whether the first-time installation requires the dealer installation, or if every installation requires it.

Since the TB is controlled electronically, the dealer has to calibrate it, which makes sense, since I'm sure every car is different. 0% open throttle has to be programmed (blades closed)for that ECU on that car, as well as 100% open (WOT), for the ECU to accurately control airflow. However, what happens if the factory computer is shut down at maybe 1 or 2 % open (idle), then switched to the Mopar ECU that thinks it's at 0% on start-up or at 5% on startup. Will this issue compound itself over the course of multiple ECU switches, until the car is starting with the TB's wide open? Or does the car always shut down at 0% open? I'd go nuts if I had to think about it.

Mark J, we all like to fuss about small things here and there, but in the end, there will be people that have to compromise on octane rating/installation/price, etc. We all can't "have our cake and eat it too". Thanks for working with Mopar and SRT to bring this ECU to existence. I'm positive it will sell!

Good point Malu; I also do not want to come off as griping about this product. I greatly appreciate SRT's efforts to make this ECU happen in the first place. I will just have to make a real world decision as to whether the ECU is worth the potential headaches.

 

[mjorgensen Woodhouse]

Guys,

The reason you will need the dealers help to install the PCM is because of the throttle learning sequence and most importantly the PCM comes with no preprogrammed VIN. It has to be matched with the cars VIN to work "initialized". After that I have been told you will be able to swap them after that if needed.

This will be hard for some of you that don't have friendly dealers in your area but would be worth a small road trip if you can find one closer. I would love to be able to do the programming for you and send them but it can't be done unfortunately.

 

[SSGViper]

Mark, thanks for all the info. If you have a chance, can you ask the guys about high altitude application and octane requirements at 6k ft? Normally at high altitude, one can decrease the octane requirement 1-2 points with the same effect as running 93 at or around sea level.

 

[ASPIRATIONS]

Mark, thanks for all the info. If you have a chance, can you ask the guys about high altitude application and octane requirements at 6k ft? Normally at high altitude, one can decrease the octane requirement 1-2 points with the same effect as running 93 at or around sea level.

Great question SSGViper as the highest I can get here in Utah is 91 and Iam at 6K+ feet

 

[mjorgensen Woodhouse]

Mark, thanks for all the info. If you have a chance, can you ask the guys about high altitude application and octane requirements at 6k ft? Normally at high altitude, one can decrease the octane requirement 1-2 points with the same effect as running 93 at or around sea level.

The PCM was tested in Denver and will be just fine running the lower octane at this altitude. The knock sensors still work so just listen if you are unsure at lower altitudes.

Great question SSGViper as the highest I can get here in Utah is 91 and I'm at 6K+ feet

The program has been run on 91 for testing and although it will work most of the time you may get knock retard so listen for it and change accordingly for your driving environments. Remember this is an off road PCM and they have not worked it for every on road situation. If you cannot make those concessions then I would not suggest that you do this mod.

 

[vincy]

What is the effect on the warrenty? Since the dealer has to install the PCM the dealer and Dodge will know of the change. Also, since its for off-road use will the dealers even do this swap? Thanks

 

[mjorgensen Woodhouse]

What is the effect on the warranty? Since the dealer has to install the PCM the dealer and Dodge will know of the change. Also, since its for off-road use will the dealers even do this swap? Thanks

Some dealers will have a problem for sure and you could run into warranty issues but if the part does not cause the failure they will still need to honor your warranty. There are dealers out there though that will have no part of this I'm sure.

 

[cheryl mccally]

Some dealers will have a problem for sure and you could run into warranty issues but if the part does not cause the failure they will still need to honor your warranty. There are dealers out there though that will have no part of this I'm sure.

So Mark does that mean that all of us track junkies can mostly count on you for our problems if the failure of whatever part on the car is not due to track use/abuse specifically?

 

[mjorgensen Woodhouse]

So Mark does that mean that all of us track junkies can mostly count on you for our problems if the failure of whatever part on the car is not due to track use/abuse specifically?

Come on Cheryl, you know you can always count on me to do WHATEVER can be done for all the customers I have and then some. I cannot promise though that everything is a cost free repair. The track junkies though should know better than announcing the intention or use of the car for that though as it may be incriminating if that time comes. Remember any racing or tracking can definitely void a warranty, at MOST dealers I'm sure of that.

 

[MKB96Viper]

Mark,
Will this new ECU allow us to run a small shot of NOS without closing the TB's down when it sees a spike in the torque? Do you know if they removed the torque management number or just increased it? HELP please!

Thank you for your help with this!
Can't wait to get it installed and back to the track, even if it is without the NOS.

 

[mjorgensen Woodhouse]

There is NO torque management to deactivate.

The parameters should be widened enough to support a small shot. The real issue is how the sensors will respond to any pressurization oft them from this if any.

 

[MKB96Viper]

Mark,
If there is no torque management why does my car run slower with the nitrous than without? Its fine on the dyno and good through most of one gear and then the nitrous does strange things?? What are your thoughts? Thank you for your help.

 

[mjorgensen Woodhouse]

It is all about what the sensors are seeing and what they don't like. This is why the Mopar PCM opens up these about 200% from stock. You won't probably get a 150 shot but probably a little.

Mark,
If there is no torque management why does my car run slower with the nitrous than without? Its fine on the dyno and good through most of one gear and then the nitrous does strange things?? What are your thoughts? Thank you for your help.

 

[FikseGTS]

Why do the does the tachometer bounce towards top RPM range in the video? I noticed this on my car as well at the end of 3rd gear....