I believe the diesel 2014 JGC uses the ZF 8HP, which is a pretty commonly used transmission. It is a conventional torque converter automatic, not some type of dual clutch automated manual.
http://en.wikipedia.org/wiki/ZF_8HP_transmission
http://www.zf.com/corporate/en/products ... sion.shtml
It appears to be a very good transmission. The mechanicals are rated at 516 lb-ft of torque.
However, be aware that if you plug a module into your wiring harness which fakes the mass airflow, manifold pressure and fuel pressure readings to the computer (in order to drive fuel pressure and turbo boost above designed values), the transmission will be controlled as if the engine is still putting out stock horsepower and torque. Just because the mechanicals are rated at 516 lb-ft doesn't mean the calibration is set up for that. What I mean is things like line pressure modulation. In the interest of fuel economy (and shift quality), transmissions aren't set up to deliver maximum line pressure at all times. And even in the early 80s, we were starting to see transmission designs that didn't use more line pressure than absolutely necessary, as that wastes horsepower. Therefore, while the hard parts may be rated for 516 lb-ft (input shafts, output shafts, planetary gearsets, etc.), the friction surfaces will be clamping in a way that is designed to hold stock power levels (plus whatever safety factor was dialed in). Given the fast shift times of this transmission, this may not be a large practical concern, but it IS still a legitimate issue. On the other hand, the shifts may be fast but it is shifting ALL THE TIME since it is 8 speeds. So you can integrate all those shifts over time - there would be just a little more slip through the shift than intended. This is just one side effect of why faking inputs into a computer is a really bad idea.
Also, the computer probably calculates horsepower by looking at mass airflow (assuming that engine has such a sensor, and I would expect it to), manifold pressure (aka boost), fuel rail pressure and injector pulse width. This is commonly done in engine computers for the past 10+ years. What is NOT done is any sort of measurement or output feedback on horsepower (some kind of stress gauge on the crank, or inside the transmission to determine output torque). If ALL of these signals are faked, then the computer will think it is putting out stock levels of power.
Basically the computer probably has boundaries for sensor readings. For example, there could be a table that mandates acceptable maximum mass airflow measurements at a given throttle position and RPM. Anything exceeding that would likely throw a code for MAF exceeding airflow threshold or something along those lines. Certainly the computer would also be monitoring boost pressure in the manifold, and be actively controlling the turbo wastegate to target that boost level, all the way from idle (no boost) to full throttle (and that would probably vary by RPM). It also needs to control fuel pressure (at the very least it would track boost to maintain a consistent pressure drop across the injector, as the manifold pressurizes under boost, so a given pulse width always admits a constant amount of fuel).