Just installed the RIPP MODS ... Supercharger !!!!!!
01-26-2009, 02:42 PM
#51
JK Enthusiast
01-27-2009, 04:37 AM
#52
JK Freak
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I will repeat what every one else has said ........ You HAVE to do your research BEFORE posting !!!!
Salvage Yard 5.7 Hemi and Manual trans= $4900 shipped
+
AEV Install Kit = $5200
+
Labor to install = over $5000 ( ask Screamin Lizzard Customs !!!) I DID BTW .... Thank you Scremin Lizzard for being so helpful and answering all my questions !!!!!
COMPARE TO $ 4946 and I install myself in 10 to 12 hours!!!
The MATH is easy !!!!
THANK YOU RIPP MODS FOR MAKING AN AWESOME PRODUCT AND BACKING IT UP WITH OUTSTANDING SERVICE AND TECH SUPPORT .................................AND MOST IMPORTANT SAVING ME $ 10,000 DOLLARS !!!!!!
01-27-2009, 04:42 AM
#53
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Thanks to all the great guys at RIPP, we have a SC on its way for our JK. We can't wait to get it installed and look forward to the gains. Our company JK is gradually turning into the performance offroad vehicle we have been looking for. We can't wait to run it through its paces in the Canadian North and then see everyone down at MOAB.
Thanks again RIPP MODS!
Thanks again RIPP MODS!
Congratulations !!!!
You are gonna be sooooooooo Happy with the New Found POWER !!!!!!
01-27-2009, 04:50 AM
#54
JK Freak
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I'm really surprised that nobody has said anything about camshaft profiles for this SC, Rippmods is not saying to much are they. Of course they would have to deal with the ECM, but what profiles would be best for a low end torc and RPM that the jeep was meant for. Some people are rock crawlers , and some for trail, and mall crawlers.
The factory engineers has fed and state guideline's they have to follow, as well longevity to deal with for the least cost.
this engine is D-TUNED from the factory for this reason.
You can get a blower in a bottle if you want instant HP (Nitrous oxide) but because most problems that are associated with nitrous do come from mechanical failure due to the power increases. Since nitrous allows a much denser charge into the cylinder it dramatically increases cylinder pressures. The increased pressure results in heat, and heat will cause many problems from melting the piston, cylinder head or valves, to pre detonation.
Much of the same apply's to SC, so running over recommended boost you will see the same results. To properly cover all the bases to build a complete engine, Rippmods won't have the money or engineering to accomplish this any time soon.
33
The factory engineers has fed and state guideline's they have to follow, as well longevity to deal with for the least cost.
this engine is D-TUNED from the factory for this reason.
You can get a blower in a bottle if you want instant HP (Nitrous oxide) but because most problems that are associated with nitrous do come from mechanical failure due to the power increases. Since nitrous allows a much denser charge into the cylinder it dramatically increases cylinder pressures. The increased pressure results in heat, and heat will cause many problems from melting the piston, cylinder head or valves, to pre detonation.
Much of the same apply's to SC, so running over recommended boost you will see the same results. To properly cover all the bases to build a complete engine, Rippmods won't have the money or engineering to accomplish this any time soon.
33
I am only a Customer and a Mechanic !!!!!! I AM NOT A MEMBER OF RIPP MODS TECH DEPT !!!!!!!
BUT JUST TO TAKE A WILD GUESS ..........MAYBE ......... THIS IS WHY THEY ONLY ADD 8 PSI OF BOOST !!!!!!
I CAN TELL YOU ........ THEY DID ALOT OR R&D !!!!!!
TAKE THE TIME TO CALL THEM AND ASK SOME " TECHNICAL " QUESTIONS AND THIS IS OBVIOUS !!!!!!
01-27-2009, 06:59 PM
#55
I am only a Customer and a Mechanic !!!!!! I AM NOT A MEMBER OF RIPP MODS TECH DEPT !!!!!!!
BUT JUST TO TAKE A WILD GUESS ..........MAYBE ......... THIS IS WHY THEY ONLY ADD 8 PSI OF BOOST !!!!!!
I CAN TELL YOU ........ THEY DID ALOT OR R&D !!!!!!
TAKE THE TIME TO CALL THEM AND ASK SOME " TECHNICAL " QUESTIONS AND THIS IS OBVIOUS !!!!!!
BUT JUST TO TAKE A WILD GUESS ..........MAYBE ......... THIS IS WHY THEY ONLY ADD 8 PSI OF BOOST !!!!!!
I CAN TELL YOU ........ THEY DID ALOT OR R&D !!!!!!
TAKE THE TIME TO CALL THEM AND ASK SOME " TECHNICAL " QUESTIONS AND THIS IS OBVIOUS !!!!!!
and old Engine Builder !
My response was to chuck45 statement, and to point out there are other alternatives, for the 3.8 from camshaft regrind to nitrous.
Now as for Ripp a little info for them, to help them sell their product, take a look at the 3.8 Intake Manifold, and you will see that it's designed for a natural aspirated vortex pulse, looking at the plenum you'll see that it has diverter ribs so all runners have the same volume or close to it, remember the plenum has negative pressure and the lower Intake runners are design for vortex compression, so a little grinding on the plenum diverter ribs will be needed, as far as I'm concerned this kit is incomplete.
Damn anybody remember paxton blowers the Ford and Studebaker had ? opps just gave my age away
33
01-27-2009, 09:20 PM
#56
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HULKGREEN a Mechanic, I feel for ya, your job could be tuff'er with the vehicle of today than
and old Engine Builder !
My response was to chuck45 statement, and to point out there are other alternatives, for the 3.8 from camshaft regrind to nitrous.
Now as for Ripp a little info for them, to help them sell their product, take a look at the 3.8 Intake Manifold, and you will see that it's designed for a natural aspirated vortex pulse, looking at the plenum you'll see that it has diverter ribs so all runners have the same volume or close to it, remember the plenum has negative pressure and the lower Intake runners are design for vortex compression, so a little grinding on the plenum diverter ribs will be needed, as far as I'm concerned this kit is incomplete.
Damn anybody remember paxton blowers the Ford and Studebaker had ? opps just gave my age away
33
and old Engine Builder !
My response was to chuck45 statement, and to point out there are other alternatives, for the 3.8 from camshaft regrind to nitrous.
Now as for Ripp a little info for them, to help them sell their product, take a look at the 3.8 Intake Manifold, and you will see that it's designed for a natural aspirated vortex pulse, looking at the plenum you'll see that it has diverter ribs so all runners have the same volume or close to it, remember the plenum has negative pressure and the lower Intake runners are design for vortex compression, so a little grinding on the plenum diverter ribs will be needed, as far as I'm concerned this kit is incomplete.
Damn anybody remember paxton blowers the Ford and Studebaker had ? opps just gave my age away
33
I don't know whether it was on this forum or another but the subject of JK cams has come up. I've read several comments that the cam specs were actually quite good. As to nitrous, no, no, and no again. To many fried motors for my taste and I want something that will be with me long enough to pull a long western mountain pass. I'm not looking for a shot of power.
I don't know enough about manifolds to comment remotely intelligently about what you wrote. Perhaps you should contact Ripp and discuss it with them. However, one thing I can discuss is price point and the labor time or cost to install. Not to mention the skill level needed. It seems that most guys who do their own maintainance could install a Ripp (or probbaly Hesco too) blower so the labor is either reasonable or your time. If it became necessary to pull the intake manifold, send it off for modifying, or even worse swap out a cam, it would alter the cost in dollars and time such that there would be fewer sales. I'm sure they could tweak this and that to improve things but to what end? To price it out of the market? 5000 is already a stretch and is about all the market will bear. Sales would be much better at a 2900 to 3500 price point but I don't think a profit can be made there unless the market is very mature and all the R&D is done. Much more than 5000 in cost and the Hemi begins to look more attractive.
01-28-2009, 07:07 AM
#59
Sponsoring Manufacturer
I'm really surprised that nobody has said anything about camshaft profiles for this SC, Rippmods is not saying to much are they. Of course they would have to deal with the ECM, but what profiles would be best for a low end torc and RPM that the jeep was meant for. Some people are rock crawlers , and some for trail, and mall crawlers.
The factory engineers has fed and state guideline's they have to follow, as well longevity to deal with for the least cost.
this engine is D-TUNED from the factory for this reason.
You can get a blower in a bottle if you want instant HP (Nitrous oxide) but because most problems that are associated with nitrous do come from mechanical failure due to the power increases. Since nitrous allows a much denser charge into the cylinder it dramatically increases cylinder pressures. The increased pressure results in heat, and heat will cause many problems from melting the piston, cylinder head or valves, to pre detonation.
Much of the same apply's to SC, so running over recommended boost you will see the same results. To properly cover all the bases to build a complete engine, Rippmods won't have the money or engineering to accomplish this any time soon.
33
The factory engineers has fed and state guideline's they have to follow, as well longevity to deal with for the least cost.
this engine is D-TUNED from the factory for this reason.
You can get a blower in a bottle if you want instant HP (Nitrous oxide) but because most problems that are associated with nitrous do come from mechanical failure due to the power increases. Since nitrous allows a much denser charge into the cylinder it dramatically increases cylinder pressures. The increased pressure results in heat, and heat will cause many problems from melting the piston, cylinder head or valves, to pre detonation.
Much of the same apply's to SC, so running over recommended boost you will see the same results. To properly cover all the bases to build a complete engine, Rippmods won't have the money or engineering to accomplish this any time soon.
33
https://www.jk-forum.com/forums/modified-jk-tech-2/engine-ups-grades-68024/
I agree 100 percent. Even if the bottom end was built to take huge amounts of boost, lets not forget about the tranny, fuel pump, injectors, ignition system, etc. All of these systems are capable to handle a small amount of boost but when you start to crank up the PSI (BAR for the rest of the world) you will run into limitations at one point or another for every system. I do however believe that eight pounds of boost will not exceed the limitations of this bottom end and fuel system as long as proper fuel is used and it is driven with a bit of sense. I would be far more worried about the tranny especially for manual trans drivers.
The fuel system is adequate to handle what we've thrown at it so are the, head studs, gaskets and transmission. Even when we beat them up we never exceeded dangerous trans temps.
We really are struggling to not sound bias… really we are - its challenging to join a casual conversion like this. The only reason we even entered this thread is because we were asked to by a few members so we could not ignore it.
RIPP Modifications is not just a Supercharger manufacturer – we are a full blown speed shop and have been for over 14years. We mostly cater to small displacement vehicles and consider the 3.8 as such. As a rule whenever we have a client come in and ask our opinion about building up their small displacement engine – we explain that they would spend more time, energy and money on NA and then wish they had more. The real replacement for displacement is boost… it adds volume of air to the engine it can’t get normally aspirated. In our opinion we should start looking at the heads, a process we started a few weeks back. If we get positive results we will post them for all to see.
Agreed, I know one of the nations best race engine builders who is top-notch in profiling cams for specific builds which I'm sure could put something together for a 3.8L JK cam profile with a fair amount of torque which is what we need, the PCM remedy would be a piggyback from F.A.S.T. to control the engine air/fuel ratio/timing, etc and a good dynotune would be required. Likely the dynotune could tweak the factory PCM but it would show on inspection that it's been modified which is a fail here in TX...although we all know ways around that...technically speaking it's a fail. If one went with a moderate cam upgrade it would require matching springs, retainers, keepers, hyd-lifters, etc to hold it all together well. No market, therefore does not exist, therefore custom one off cam springs (and parts) would be pretty expensive.
A cam will not be “easy” to do based on the above mentioned factory ECU and TIPM - which is the governing body of the JK’s power. This vehicle uses a combination of Cam and Crank sensors.. you may be able to get a little lift and duration however the con to that would be the ECU's reversal in air mixture to met EPA standards which is programmed in. As for cam advance - from what we've seen the cam and crank have to be in perfect synchronization to avoid going into limp mode.
We find it hard to believe that an NA JK with a 30% drive train loss will produce over 200 rear whp for a reasonable price… we’ve had more JK’s on our DYNO than anyone has had JK’s on DYNO’s… right out of the factory they make 118-148 REAR Wheel HP (WHP) consistently…that’s measured on a DYNO Dynamics LB400 which is an eddy-current loading dyno…its one of the most respected pieces of equipment world wide.
NA X Auto 31" 5:13 gears:
NA X Auto 35's 5:13 gears:
If they are talking HP which is measured at the crank then that’s a different story.. we know there to be a 30% drive train loss in the JK so at best lets say they added what we know works.. 11 from the exhaust and 6 from the air filter and even 3 from the Hypertec unit that’s 160whp add your 30% loss and its 208.
An air filter.. no piping no anything just an air filter popped at the end of the factory tube leading to the throttle body produces 6WHP… out of ALL and I mean ALL the exhaust systems we tested the MBRP was the only one to produce power from 1800rpm to red line adding significant torque…. Every header we tested fell off at low RPM and barely made a difference up top. Most of the other exhausts lost significant power…
We know it takes 6psi to reach 200whp on a stock JK:
Rubi NA 6spd 37; 4:10 gears:
http://www.youtube.com/v/k0HDQJsRFWk&hl
Rubi 8PSI 6spd 37; 4:10 gears:
http://www.youtube.com/v/E7aOkkKoUXs&hl=en&fs=1
Rubi 6spd NA vs Boost Chart 37's 4:10 gears
Rubi 8PSI 6spd 37; 4:10 gears Low Octane Map:
http://www.youtube.com/v/reoBwXlVdug&hl=en&fs=1
Rubi 8spi 6spd 37; 4:10 gears Hi Octane Map:
http://www.youtube.com/v/S6aPiKFvkD0&hl=en&fs=1
NA X Auto 35’ 3:73 GEARS:
http://www.youtube.com/v/B-1KqDw5pgk&hl=en&fs=1
X 8psi Auto Low Octane 35’ 3:73 Gears:
http://www.youtube.com/v/v9JF7DgyIDU&hl=en&fs=1
As tested we lost whp with a snorkel because you’re adding the restriction at the inlet. Contrary to popular belief having a snorkel does not “add” a ram-air effect… it works in the reverse manner - unless you’ve specifically designed the “scoop” to “grab” air…we've found on average to lose 3psi with a snorkel attached based on restriction alone.
We agree… we tried making a feesable (marketable) NA power solution and found it to be null…we tried every combination with tuning and never really saw more than 20whp and torque barely moved.
Question always welcome
RIPPTECH
Last edited by RIPPMODS; 01-28-2009 at 10:28 AM.
01-28-2009, 10:28 AM
#60
Sponsoring Manufacturer
HULKGREEN a Mechanic, I feel for ya, your job could be tuff'er with the vehicle of today than
and old Engine Builder !
My response was to chuck45 statement, and to point out there are other alternatives, for the 3.8 from camshaft regrind to nitrous.
Now as for Ripp a little info for them, to help them sell their product, take a look at the 3.8 Intake Manifold, and you will see that it's designed for a natural aspirated vortex pulse, looking at the plenum you'll see that it has diverter ribs so all runners have the same volume or close to it, remember the plenum has negative pressure and the lower Intake runners are design for vortex compression, so a little grinding on the plenum diverter ribs will be needed, as far as I'm concerned this kit is incomplete.
Damn anybody remember paxton blowers the Ford and Studebaker had ? opps just gave my age away
33
and old Engine Builder !
My response was to chuck45 statement, and to point out there are other alternatives, for the 3.8 from camshaft regrind to nitrous.
Now as for Ripp a little info for them, to help them sell their product, take a look at the 3.8 Intake Manifold, and you will see that it's designed for a natural aspirated vortex pulse, looking at the plenum you'll see that it has diverter ribs so all runners have the same volume or close to it, remember the plenum has negative pressure and the lower Intake runners are design for vortex compression, so a little grinding on the plenum diverter ribs will be needed, as far as I'm concerned this kit is incomplete.
Damn anybody remember paxton blowers the Ford and Studebaker had ? opps just gave my age away
33