RIPP SuperCharger Gen2 Real World Results
12-13-2010, 04:00 AM
#11
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Intake temps get pretty high without an intercooler. We were seeing over 200 degrees running WOT tests. The speed shop where I've been dynoing said it is better to keep temps below 120 degrees, but higher temps will not technically hurt the engine. Even 400 degree air entering the engine is still much cooler than the combustion process. The higher temps reduce the density of the air, which will induce detonation in the compression cycle. The computer will sense this condition and automatically retard the timing pulling power output down. In other words, on hot days the Jeep will not be as responsive for those of us who do not have an Intercooler.
12-13-2010, 04:29 AM
#13
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I was thinking the same thing until I actually got a RIPP. Now I'm not so sure. The power band and responsiveness feels the same to me as it does in a Hemi V8. I know there are differences, but honestly I cannot feel it. The entry cost is also very affordable. $4K for a supercharger is a pretty good deal compared to what Mustang and Corvette guys spend to install one of these.
RIPP sets their tune to be conservative. It has to work throughout the world. Many folks do not have a tuner easily accessible. Tuning is not required, but you will get more power out of it if you take it to a good shop. I'll write about my experience later, but to summarize, we were able to pull almost 50 lbs of torque and 40 horsepower more out of it. If I had an intercooler, we would get more.
A supercharger would be awesome on a 6speed. The driver has full control over when they shift. Us Auto guys have to live with whatever the computer decides to do. We also have a much higher trans gear ratio and 4 gears vs 6. A standard transmission with a supercharger would be a perfect combo.
A supercharger would be awesome on a 6speed. The driver has full control over when they shift. Us Auto guys have to live with whatever the computer decides to do. We also have a much higher trans gear ratio and 4 gears vs 6. A standard transmission with a supercharger would be a perfect combo.
12-13-2010, 07:58 AM
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12-13-2010, 02:47 PM
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Gang, though you'd like to see the Dyno run with the Ripp v2.1 tune versus the After Dyno tune. The numbers that RIPP is quoting are real.
We need to tweak the early power output a bit. The torque starts a bit low and then surges before it starts falling. This is due to my fuel/air ratio. We are a bit rich in this area, which is taking the power down. We ran out of time to finish it up. The lower blue line is the RIPP tune. You can see that it has flat steady power and then starts dropping at 4250 RPM. We should be able mirror this line at the increased power point when we get the AFR normalized.
FYI, the dyno we used was a PowerDyne 4WD Mustang Dyno. We did not alter the baseline calibrations.
We need to tweak the early power output a bit. The torque starts a bit low and then surges before it starts falling. This is due to my fuel/air ratio. We are a bit rich in this area, which is taking the power down. We ran out of time to finish it up. The lower blue line is the RIPP tune. You can see that it has flat steady power and then starts dropping at 4250 RPM. We should be able mirror this line at the increased power point when we get the AFR normalized.
FYI, the dyno we used was a PowerDyne 4WD Mustang Dyno. We did not alter the baseline calibrations.
12-13-2010, 04:08 PM
#17
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Gang, though you'd like to see the Dyno run with the Ripp v2.1 tune versus the After Dyno tune. The numbers that RIPP is quoting are real.
We need to tweak the early power output a bit. The torque starts a bit low and then surges before it starts falling. This is due to my fuel/air ratio. We are a bit rich in this area, which is taking the power down. We ran out of time to finish it up. The lower blue line is the RIPP tune. You can see that it has flat steady power and then starts dropping at 4250 RPM. We should be able mirror this line at the increased power point when we get the AFR normalized.
FYI, the dyno we used was a PowerDyne 4WD Mustang Dyno. We did not alter the baseline calibrations.
We need to tweak the early power output a bit. The torque starts a bit low and then surges before it starts falling. This is due to my fuel/air ratio. We are a bit rich in this area, which is taking the power down. We ran out of time to finish it up. The lower blue line is the RIPP tune. You can see that it has flat steady power and then starts dropping at 4250 RPM. We should be able mirror this line at the increased power point when we get the AFR normalized.
FYI, the dyno we used was a PowerDyne 4WD Mustang Dyno. We did not alter the baseline calibrations.
12-13-2010, 05:03 PM
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3.73 gears and ripp SC
anybody running the ripp supercharger with 3.73 gears and 33" tires?
Don't have the cash for the ripp , 5.13s and 35" tires.
just wondering what to expect.
I need to get the supercharger while I've got the funds.
easier for me to come up the a couple grand at a time but damn hard to
get that 5k figured out
thanks,
pops
Don't have the cash for the ripp , 5.13s and 35" tires.
just wondering what to expect.
I need to get the supercharger while I've got the funds.
easier for me to come up the a couple grand at a time but damn hard to
get that 5k figured out
thanks,
pops