You are dead on about the altitude. I spend a lot of time in the Colorado mountains and the Sprintex has made driving in the mountains enjoyable again.

Steve

 

Here is maybe a more controversial point of view:

I've come to believe that hemi's aren't aren't worth it for most purposes. The initial capex outlay is heavy, the increased power is nice on the road, but also helps to break parts on the trail. The hemi sounds good, feels good on the street. On the trail, though, it is double edged. I love mine in a specialty rig like Rex. Even though Rex is mostly bullet proof, I'll still twist an axle every now and then. Why: weight and power together, throw on some big rubber, and stuff can break. Rex has a lot of Aluminum parts and its weight is pretty low (for a JKU) and that helps a lot. Too many horses in a trail rig rock crawler/DD isn't helpful. The trick is to get the right amount. If I was just doing a DD on 37's, then a hemi is kind of fun--but expensive. What drives my thinking? I like extreme trails AND having the ability to drive to and FROM the trails. I also like to use Rex as a DD. I really hate it when my rig is broken/not drivable.

I've had supercharged rigs (RIPP) in the past and am building one now (Sprintex). Why supercharge? Its a nice balance of power and cost, and can turn big rubber.

I love to drive my rigs fast on tough trails--Someday I will build a rig with a really lot of horsepower---but it won't be for the street, it'll be more along the lines of a U4 for going really fast through the desert.

So I guess I am saying I am over the hype of a hemi. I can accomplish what I need/want by spending a lot less money.

 

4BT from Bruiser Conversions, or if you are a Diesel Hater, an LS with 6L80 from MoTech if you must have a V8. Way better than a Hemi, check out the latest posts on "What's New." A member just got an LS3 6.2 liter with 6L80; he seems pretty happy with it.

 

Very interesting.

 

With the exception of the ability to upload our tune, our System has been ready to go for the past 13 months, we are just waiting on the Diablosport unit to be more stable in it's uploading to the locked PCM, We expect release in 45 days.





We have designed our system to produce significant power gains throughout the entire RPM band, not in just one spot. Expect to see gains whether crawling through Pritchett Canyon trail in Moab, or Doing 75 MPH () with traffic on 37's on I80, without having to downshift.

RIPP

 

I've been keeping up. So you don't have a response?

I'm no gearhead. But this is a subject that I'm interested for long term plans. I'm still not sold on the aspect of "blowing" an OE engine that hasn't been prepared for the extra stress'. And the extra hardware that has to be maintained. I like the old-school way of thinking ( Hemi / LS ). I think that all this "Power to weight" and "twisting axles" is just BS if your just playing around. I'm thinking more on the lines of reliability and dependability?

 

Can you publish any hp/torque numbers in the useable rpm range?

I'm not saying that your company does this, but I've seen companies show dyno charts of gains that are in the 4000-6000 rpm range that aren't really useable for a JK. They talk up a good game about max hp/torque improvements, but if you look at the lower end of the rpm chart, there isn't much of a gain that justifies purchasing the product. On a smaller scale, I can think of a few CAI advertisements that I've seen recently.

 

There are many mufflers that can easily make it quiet, which I said in my original post and highlighted a second time for you. I'll repeat a third time as I've heard it's a charm.

 

Ok. I'll bite. But who install a high performance engine and then runs power robbing exhaust?

 

Because the system is not released yet I can't make an official quote. But based on prior perfomance for our other systems, Expect @40 WTq & WHp before 2000rpm

RIPP