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post #16 of 41 Old 09-19-2019, 02:36 PM Thread Starter
JPPCAR
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No - I did a lot of research on boosting a 4.0L motor and as long as you stay between 5-8lbs of boost the motor will be fine.

Quote:
Originally Posted by mherriman View Post
Do you think it stresses the lower end of motor more?


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post #17 of 41 Old 09-19-2019, 06:51 PM
Pine_Cat
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Quote:
Originally Posted by TJTurbo View Post
There are certain driving conditions where you feel like the 42RLE should either downshift from OD or not upshift to OD. The programming forces the transmission to OD. This "load" condition creates excessively high IATs and strain on the cooling system with a turbo. In about 2 weeks (vac time from work) with the help of another forum member I'm going to modify the shift points using HP Tuners.
We want to know more: CAI? Intercooler? Vented hoodie?

2017 JK
2016 MK- Murchison springs, ~1" BL, skinny 30s
2011 KK- H&R lift springs, OldManEmu shocks/struts, skinny 31s
2009 Sorento- H&R springs, ToyTec strut spacers, OldManEmu shocks/struts, 31s
2006 TJ budget LCG prerunner- see profile
2006 Trailblazer- EXT lift, Nth LJ 4.5" springs + Monroe rear coilovers, skinny 32s
1998 Durango- SuspMax & Roadmaster lifts, rear Truetrac, skinny 32s
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post #18 of 41 Old 09-20-2019, 04:43 AM
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Quote:
Originally Posted by Pine_Cat View Post
We want to know more: CAI? Intercooler? Vented hoodie?
It's a banks non intercooler, CAI fed thru the hood with a vented hood. Water/meth kicks in @ 5 lbs and progressively sprays harder to 6.

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post #19 of 41 Old 09-20-2019, 12:26 PM
Brianj5600
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Quote:
Originally Posted by JPPCAR View Post
When driving on the highway I am not able to accelerate and keep up with traffic instead of having to pull over because I am the cause of the backup in the left lane. I am not going to win any races but makes the Jeep way more drivable on the Hwy.
Are you saying your Jeep with forced induction can't keep up in the fast lane? That sounds like my Jeep stock with a DIY tune on 87oct. How fast can you comfortably go?

Black 2004 Rubicon
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post #20 of 41 Old 09-22-2019, 11:46 AM
Pine_Cat
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Hyperbole - he's not really saying it's less powerful than stock - I can keep up without FI on factory gears and 33s

2017 JK
2016 MK- Murchison springs, ~1" BL, skinny 30s
2011 KK- H&R lift springs, OldManEmu shocks/struts, skinny 31s
2009 Sorento- H&R springs, ToyTec strut spacers, OldManEmu shocks/struts, 31s
2006 TJ budget LCG prerunner- see profile
2006 Trailblazer- EXT lift, Nth LJ 4.5" springs + Monroe rear coilovers, skinny 32s
1998 Durango- SuspMax & Roadmaster lifts, rear Truetrac, skinny 32s
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post #21 of 41 Old 09-23-2019, 05:46 AM Thread Starter
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I am saying before the the Supercharger I would have to pull over . Now with the SC I am able to accelerate and pull away if I need to. Is not about how fast you can go, its about being able to accelerate on demand. I still don't travel above 70-75MPH on the highway with the LJ. It is capable of doing 90+

Quote:
Originally Posted by Brianj5600 View Post
Are you saying your Jeep with forced induction can't keep up in the fast lane? That sounds like my Jeep stock with a DIY tune on 87oct. How fast can you comfortably go?
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post #22 of 41 Old 09-23-2019, 01:29 PM
Brianj5600
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I was confused by the wording. Thanks for clearing it up for me. I'm trying to figure out what path I want to take to get my Jeep over the Tennessee hills with a small trailer.

Black 2004 Rubicon
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post #23 of 41 Old 10-19-2019, 11:58 PM
WeezyBlue
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What year is your Jeep and what kind of AFRs are you seeing? My 05 doesn't seem to want to richen up until past 3psi and I don't like that. Need to make some adjustments

82 Wagoneer Limited WIP
87 MJ work truck
05 TJ SC'd Rubicon daily
06 TJ SE sold
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post #24 of 41 Old 10-20-2019, 10:44 AM Thread Starter
JPPCAR
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My LJR is a 2006. Here is the link to my AFR. Prosport 60mm Premium EVO Wideband Digital Air Fuel Ratio Kit 238EVOAFRPK4.9-WO https://www.amazon.com/dp/B0115NYGMS..._w6iRDbPW3PGE4

Your AFR will be a little delayed if the sensor is after the cats.
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post #25 of 41 Old 10-21-2019, 03:13 PM
Brianj5600
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A/F sensor should be in front of the cats. The cats purpose is to burn fuel left over after engine. Putting the sensor after the cat will read leaner than it really is.

Black 2004 Rubicon
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post #26 of 41 Old 01-16-2020, 03:38 PM
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I took the TJ to BT in Denver, where Marc Cook had it for a week doing the installation. He also replaced my OEM radiator with a 3 core aluminum unit; all new hoses, coolant, belt, 185 degree thermostat. Additionally, my TJ is an early 1997 and had an intake manifold with unequal length runners, which Marc changed out for an aftermarket equal length runner model. Before taking it there, and as a result of Marc's instructions, I did a compression and leak down test, and fuel rail pressure test. All were good, with leak downs all 98 to 99%. The Jeep has about 63,000 miles, and has done it's share of trails, many at Moab, medium difficulty (max of 7 rated). During the final pull, the shop owner connected his laptop to the BT piggyback ECM, dialed up Marc C. in Denver by phone, followed instructions for logging on to BT's website, and then Marc took control via the laptop interface, of the piggyback ECM program in the car, and did some final tweeks to the AFR and timing. I also installed the platinum plugs that Marc supplied with the blower, and I had him use the high altitude (small) driven pulley. I get a max pressure of 8 PSI and an AFR at full throttle of 12.4 to 12.5. Highway fuel mileage at 65 mph, 3,000 rpm, is about 12 mpg, so somewhat less than previously.
Before doing the BT installation, I had a shop in Reno do the following: dyno pulls for Before blower, HP & Torque; install an 'A' pillar two gauge instrument pod and an AFR and Vacuum/Boost Pressure gauge. We also converted the injectors to 4 hole from the OEM one hole units. It also has a header and high flow exhaust system (plus a bunch of off road chassis stuff).
Results: a final dyno pull showed a 40 hp and 70 lb.ft. gain, for rear wheel HP of 200. All power transitions are smooth and linear, and power is excellent. Marc did a first rate job with the installation; his workmanship was outstanding. I have about 1,000 miles on the blower installation, and am totally pleased with it.
DISCLAIMER: Marc normally does not have time or space to do these installations, but I was very persuasive.

Paul C.
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post #27 of 41 Old 01-17-2020, 09:29 AM
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Quote:
Originally Posted by PGChelew View Post
I took the TJ to BT in Denver, where Marc Cook had it for a week doing the installation. He also replaced my OEM radiator with a 3 core aluminum unit; all new hoses, coolant, belt, 185 degree thermostat. Additionally, my TJ is an early 1997 and had an intake manifold with unequal length runners, which Marc changed out for an aftermarket equal length runner model. Before taking it there, and as a result of Marc's instructions, I did a compression and leak down test, and fuel rail pressure test. All were good, with leak downs all 98 to 99%. The Jeep has about 63,000 miles, and has done it's share of trails, many at Moab, medium difficulty (max of 7 rated). During the final pull, the shop owner connected his laptop to the BT piggyback ECM, dialed up Marc C. in Denver by phone, followed instructions for logging on to BT's website, and then Marc took control via the laptop interface, of the piggyback ECM program in the car, and did some final tweeks to the AFR and timing. I also installed the platinum plugs that Marc supplied with the blower, and I had him use the high altitude (small) driven pulley. I get a max pressure of 8 PSI and an AFR at full throttle of 12.4 to 12.5. Highway fuel mileage at 65 mph, 3,000 rpm, is about 12 mpg, so somewhat less than previously.
Before doing the BT installation, I had a shop in Reno do the following: dyno pulls for Before blower, HP & Torque; install an 'A' pillar two gauge instrument pod and an AFR and Vacuum/Boost Pressure gauge. We also converted the injectors to 4 hole from the OEM one hole units. It also has a header and high flow exhaust system (plus a bunch of off road chassis stuff).
Results: a final dyno pull showed a 40 hp and 70 lb.ft. gain, for rear wheel HP of 200. All power transitions are smooth and linear, and power is excellent. Marc did a first rate job with the installation; his workmanship was outstanding. I have about 1,000 miles on the blower installation, and am totally pleased with it.
DISCLAIMER: Marc normally does not have time or space to do these installations, but I was very persuasive.

Paul C.
Sounds like a good result, Paul. Interesting that the tuning could be done remotely as you described. What torque number did it put up at the wheels?

Jeff

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post #28 of 41 Old 01-17-2020, 09:41 AM
07wurubi
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For those that have installed the Boosted Tech setup, how are the instructions for doing it? I can't seem to locate any instructions on their website. Before buying something like this, I like to be able to see how it is installed. I did this for my MetalCloak fenders and most anything else if instructions are available before hand. Like to know what I am getting myself into first before spending big chunks of money.

Mike Fox

My Jeep:
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work in progress.
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post #29 of 41 Old 01-17-2020, 10:06 AM Thread Starter
JPPCAR
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You need to create a log in first and go to the support tab to download the Instructions.

https://www.boostedtech.com/support/...install-guide/
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post #30 of 41 Old 01-17-2020, 10:12 AM Thread Starter
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Glad to see all went well.
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