doc5339

I was shopping engine swaps, and due to the extreme upfront cost and 26-29 year simple payback based on fuel economy improvement, I started looking at supercharger a.

I received a very good quote from RIPP and understand they have great reliability and customer services, however their centrifugal design makes most of its power at the top-end of the engine's power.

While the RIPP SC has probably the least parasitic drain and efficiency compared to Roots type Magnusson/AEV/Edelbrock.

I have been looking at the Edelbrock E-Force, which uses Magnusson if I am not mistaken. It is a couple hundred dollars less expensive than RIPP, though if probably uses more fuel making it a wash.

I understand that most OEM superchargers use Roots style blowers due to reliability and power low and throughout the rev-range.

Turbos probably make great send for reliability and efficiency, however, there do not seem to be any that have solid real-world testing and data like the RIPP and Magnusson/AEV/Edelbrock.

My 2013 JKUR is mainly just a daily driver, but like most mid-life crisis aged males, I want more power! What do you all think is the best combination of power/reliability/durability/efficiency of the superchargers on the market?

I know a bunch of guys are going to sings RIPP's praises, and that's great, my concern there is just the lack of low-end and power throughout the revs.

Hoopskier

I appear to be in a similar situation as you. I wanted an engine swap but the up front cost was prohibitive. I went with the supercharger as well. I picked up the Edelbrock. I have it in my garage, waiting to be installed as I just got it so no experience yet. I choose it for a few reasons. It has an OEM appearance when done, compatible with other mods due to the throttle body being in the same location, general lower rpm performance of the roots style, allowed use of regular oil filter (Magnuson does not).


It is going on my 2013 JKU with an auto trans.

doc5339

Cool, looks like we have a Guinea Pig! I am really leaning towards the Edelbrock for those same reasons, though I am fearful of getting 12 MPG around town rather than 16-17 MPG and of grenading the engine.

doc5339

The more I look at the Edelbrock E-Force, the more I like it. The intercooler blocking the radiator on the RIPP concerns me based on basic engine cooling. The Edelbrock seems to have a better cooling setup, but that is just observational.

I wish their were more user reviews out their for the E-Force. There a ton for RIPP, and quite a few for Sprintex and Magnusson, but I guess those have been on the market longer.

doc5339

I appear to be mistaken. It looks like the E-Force intercooler is in-front of the OEM radiator; it is black so I had difficulty seeing it.

I am still leaning towards the E-Force between it and the Ripp.

doc5339

Hoop skier, you got that thing installed yet? I am dying to hear how the install goes and maybe see some video of the performance.

PhxSilver

If your goal is low end performance the best way to achieve that is with gearing and it is a lot cheaper than a SC. If your "Issue" is with highway speed driving and passing then you are playing in the high end.

On my 3.8 (A pig to begin with) and my 5,900 lb rig with 37's I can be running at 65 and pull into the passing lane and actually pass!!

doc5339

I want more available power throughout; more power than my crankshaft is able to produce...why? Because I want it. I do not think re-gearing is an issue with 32" wheels (actually a bit smaller) and 4.10 rear.

I am looking for low-end in particular, I just do not want to loose power down low. I want a nice flats torque curve.

Hoopskier

I haven't even started my install yet. I am hoping to get started soon. I have been driving it, changing over the gas tank to 91. Book says suppose to run 2 tanks prior to install.

doc5339

So you gotta run 91 or 93 Octane due to higher compression to prevent pre-ignition? I did not know that? Pretty sure the RIPP setup works with 87 Octane.