I know that RIPP has a huge and well-earned following with their Vortech V3 driven supercharger, and while ProCharger has a solid reputation with its superchargers in the hot rod world, no one that I have found with a JK/JKU is using the ProCharger (P-1SC-1 driven) Supercharger.

Please respond the this thread and poll if you own the RIPP or ProCharger for 3.6 Pentastar only.

Both kits look to be pretty good setups.

 

I go with the RIPP only for the fact that they have vastly more experience with the JK platform. While not exactly the same system, the 3.8 engine gives them some experience that transfers to the 3.6L engine system.

 

I considered the ProCharger before deciding on the E-Force. The only reason i didn't go with it was because of the alternator being relocated towards the bottom of the engine. I have the install pdf for the ProCharger. Pm me if you want it.

 

Thanks mrjosh, I actually found that installation PDF on the internet somewhere myself. That relocation of the alternator down low was the only thing that I did not like better than the RIPP installation. I was about to go with RIPP, but really want to see what Jeepers have to say about ProCharger, if anyone actually even has one? I hate to rule a supercharger out just because it has not been out on the market very long.

 

I have a Ripp & I would buy it again. The only thing that I wish it did is started giving boost at a lower rpm. You start to notice it at 2500, but at 3500 you can feel it winding up. Any rpm after 3500 it's amazing. I know a twin screw SC has better low end power but less top end gain.

 

For what its worth, I would skip the Cetri on a heavy JK unless you spend all your time at 3500+ RPMS. You want a Roots/Twin Screw blower for the low end Torque. I made the mistake of putting a Roots blower on my last C6 and it made 743 RWTQ at 2700 RPMS, couldnt put the power down with anything other than slicks. A Centri goes on a sports car, a Roots/Screw Blower goes on a Truck/SUV

 

I appreciate your input, but I have really considered all of the forced induction options for the JK. I understand the pros and cons of Roots, Lysholm, Centrifugal, and Turbo.

The actual tuning of all of the available units seems to be one of the biggest issues that most guys are having (especially guys with auto trans). After considering everything on the market for the JK/JKU, I was going for Prodigy Stage II Turbo, but it required a spacer lift of the front end to clear the pipes and I am one of those few guys who will not mess with stock ride height and suspension. I drive 99% on the road (manual transmission) and like most people, I do not really "need" forced induction, I just want it. I would prefer linear power throughout the rev range, but have found real world issues with all of the Roots and the one Lysholm/Twin-Screw option. RIPP has better low-end than one might expect, at least as tested on a manual JKU over on JeepLab and from word of mouth by other owners. RIPP has drawbacks, but overall has the least issues and highest owner satisfaction as far as I have found. ProCharger is well known, but not for the JK platform. I have the sneaking suspicion that it may be as good or an even better setup than RIPP, I am just trying to find the guys who have installed and tested them.

Here is what I found in my research regarding Forced Induction of the 3.6 Pentastar for my mainly on-road purposes:
MAGNUSON: Roots using Eaton Rotors, prone to heat-soak, overall good power and 0-60 comparable to RIPP. Tuning had issues early on particularly for auto trans. Requires use of permanent 2-piece oil filter due to configuration. Has electric pump installed very low bear axle; looks like a problem waiting to happen for water intrusion and pump failure. Many guys using and happy with it.

EDELBROCK E-FORCE: Similar Roots design, but allows for free access to oil filter. Priced lower than Magnuson. Tuning not totally dialed-in yet. Requires minor drilling of engine block. Good product support, but small gains with lackluster performance unless you spend more money to tune it. Prone to hear-soak, with notably higher engine temps after install. Best looking unit in my opinion, looks like it belongs under the hood; you may be able to tell, but this was my early favorite because I wanted a Roots and loved the look.

SPRINTEX: The only Lysholm (Twin-Screw) unit makes claims of lower heat-soak due to cooling process and use of glass-impregnated nylon on the manifold instead of metal; I asked Sprintex for technical or empirical data to support this and they never replied. 3 out of 4 owner contacted were unhappy, 2 actually sold or are selling theirs. The one guy who is happy has a manual. Issues were surging, heat-soak, and much lower than expected MPG (understand all Forced Induction often results in lower MPG). Product support seems OK, though tuning is not sorted-out. I was between this and the RIPP, but the surging issues and lack of communication from Sprintex made me cross them off the list.

RIPP: Centrifugal Vortech V3 that requires rebuild at some point, power delivery is exponential, not linear. Requires light grinding and cutting (can't truly return engine to stock). Very good 0-60 and peak power. Very good product support, and excellent market penetration. Have not heard from an unhappy owner, though they had some type of "lift-to-shift" issue with the auto transmissions at least early on. Prone to water intrusion, but far less prone to heat-soak. Tuning appears dialed-in for these, definitely for the manual trans. Installation is a bit more of a PITA compared to Magnuson, Edelbrock, Sprintex.

PROCHARGER: Centrifugal P-1SC-1 similar to Vortech V3 that claims easiest and fastest installation, and largest available Intercooler. Requires relocation of alternator very low (possible dust and water instruction issue). Installation appears to be very straightforward and clean. Have no information from actual owners. Progidy: Stage II Turbo (only using this because I was about to buy it) using optional Precision Turbo. Best power/torque for your dollar bar-none. Like the centrifugal sc units, power comes on just below 3,000 RPM, but is actually delivered in strong linear torque curve. Fastest 0-60 times against other JK forced induction, and many engine swaps. Water intrusion is an issue and not an ideal application for some off-roading. Requires 2" of clearance for exhaust pipes, making spacer lift at minimum a necessity for installation. Appears to have most time consuming installation. Tuning is dialed-in, and product support is outstanding. For the purposes of this thread let us please focus on RIPP and ProCharger. I have analyzed, scrutinized, and dreamt about the installation, Dyno Charts, 0-60 times, daily driving manners from actual owners of RIPP, Magnuson, Edelbrock, Sprintex, and Progidy Turbo. I am really hoping to find some actual ProCharger owners with this thread.

 

Good analysis and thoughts. I'll refrain from jumping in as I am installing a Magnuson but will say to look into custom tuning no matter which platform you go with. I am installing a Wideband controller to send logs to an online tuner like Johan with Diablotoona to dial everything in.

 

I've always HATED Dodge/Chrysler and how they code their computers. I've had two Viper's in the past that were modified and you could only tune them so much (Unless you wanted to spend 5k plus on a Motech). Ive always loved my LS motors because you can tune the shit out of them and they are so efficient. Good luck on your search, post up the results

 

Will do, wish I could afford MoTech LS swap, just does not make sense, especially as I prefer manual trans.