Glad to see you are making progress and thanks for voting!

 

Its completely off if you did a supercharger. You have to hand calculate your fuel efficiency

 

How's it coming Hoopskier?

I am guessing that you have been busy doing burn-outs?

 

I am making progress but not finished yet. It really isn't to bad to install but it taking me a while due to schedule stuff. I can only work for about 2-3 hrs at a time. Seems to be a 8-10 project. Just some minor plumbing for the intercooler yet, upload the tune, and see what happens. Hopefully in the next few days. It is looking just like the Edelbrock pictures.

 

SWEET! Glad that the install is not too terribly difficult. Can't wait to hear how it drives.

I found a great deal on a lightly used Sprintex SC, but that Edelbrock just looks like it eliminates the negatives that Magnuson, Sprintex, and RIPP have.

Magnuson does not allow for direct access to the oil filter, and it has an electric pump (water may damage it) down low near the axle.

Sprintex also requires the air tube be removed to access the oil filter.

RIPP requires trimming off the sides of the grill and grinding of the manifold, and seems more pervious to water intrusion.

I may be hoping for too much, but it just seems like Edelbrock may have eliminated some of these issues?

 

Here is what I have observed (keep in my mind that i have a manual transmission, therefore I ignore auto trans woes) by reading through threads, Internet searches, and YouTube:

Magnuson (Roots-type) uses Eaton 1320 TVS Rotors, does not allow for direct access to the oil filter, and it has an electric pump (water may damage it) down low near the axle. Well-documented install and proven results on the JK and other makes/models. Being a Roots-type, the Magnuson is still susceptible to heat soak.

Sprintex (Lysholm "Screw"-type) uses S5-335 Screw Compressor, also requires the air tube be removed to access the oil filter, however, on a positive note, it uses nylon rather than metal between the engine and the actual supercharger, which supposedly mitigates heat-soak. Sprintex has a 30 year history building superchargers for many makes/models, and I won't hold the fact their Australian against them.

RIPP (Centrifugal) requires trimming off the sides of the grill and grinding of the manifold, and seems more pervious to water intrusion. The RIPP should not have the potential heat soak issues of the Roots-type SCs. Being a centrifugal (Vortech) supercharger, its power delivery is exponential and therefore not immediate. Dino numbers are great as are many owner reviews, however, I lean toward the instant and constant power delivery of the Roots-type blowers.

Edelbrock E-Force (Roots-type) uses Eaton 1320 Rotors appears to eliminate the oil filter access issue that the Magnuson and Sprintex have, though it is probably still susceptible to heat-soak. I am probably just being partial to it because it looks good installed and says "Made in U.S.A." on it. I am sure that Hoopskier will chime-in when he is finished installing and testing.

 

Very insightful. Heat soak is new to me (nothing Google couldn't help with though). Are there examples of people having issues with that?

Given my interest in a roots type, I am curious what you have read in terms of noise? I have heard that the Edelbrock is pretty quiet, but that the Sprintex has pretty solid whine to it. While it shouldn't matter, I have enough noise coming from my Jeep and a constant whine while crawling around trails will probably irritate me.

 

I do not know that heat soak is a big problem with these particular Roots/Screw type blowers? I am aware that heat soak is a reality with Roots/Screw type blowers particularly at idle. This reality does not mean they are no good. I lean towards these superchargers and away from the centrifugal and turbo because the power is on tap and modulated. As far as noise, the Sprintex sounds a bit louder than the Magnuson and Edelbrock on YouTube. Sound is probably very subjective and based on setup and what the owner likes to hear. JeepLab really loves the sound of the RIPP, probably for the same reason I love turbo diesels; you get the "jet engine" turbine sound. Personally I am more interested in how well power is delivered through the rev range (especially where I use it daily), durability/reliability, fuel economy (yes I still want to be as efficient as possible whilst getting my torque/rwhp fix), and finally ease of install/ease of maintenance. The E-Force is looking good, but that is probably because not enough guys own it to either complain or sing its praises. RIPP seems to be the most popular so far.

 

Well, just when I thought I was almost done. Finished installing all the hardware, which is pretty straight forward, some tough screws to get at for mounting the intercooler. The bad news, I have run into tuning and software issues. I had Superchips FlashCal prior to supercharging. Prior to starting the install, I called Edelbrock as I thought there maybe a conflict, and as recommended by the install book. I was told to uninstall and restore to stock. SC install is done. Go to load the tune in, error, error, error. I spent some time again on the techline, was told ecm need to be reflashed by dealer to completely wipe the ECM of any FlashCal remains. So now its at the dealer, waiting.

In the meantime I have been talking to a tech via email. He tells me that a reflash wont fix the issue and the ECM now needs to be replaced. The reasoning, the Superchip products tampers with boot files so now they are corrupt even when returned to stock. Apparently Superchips leaves their mark permanently once they are installed. Now I'm getting lost.

Still waiting on an answer of what to use/do to change tire size and gear ratios if the included programmer can not do that.

Don't think this is so much of an Edelbrock issue, but conflicts between different brands of tuners/programmers. I wish I would have know some of this prior to starting, I am suppose to have a jeep/road trip coming up.

*also found out that my Airaid intake will not fit, due to conflicts of space issue. The now slightly moved over alternator occupies space the larger Airaid tubing used. Back to stock for that too.

 

After all this, I did the math today and realized I can drop a Hemi in for less money. A 5.7 VVT makes way more sense. Plus, gives me something to do over the winter.