Hell ya at least i'm not alone on the predator. Are you planning on running the DDR as a muffler or a rez? I also wonder if you can save the custom tune on the Predator so I don't have to get dynoed every few months haha

 

I'm going to drive to Staten Island right now to pick em up! See yall Ripp dudes soon!

 

Third post in a row...How hard was it to do the install? I'm not THAT mechanically savey. I've only done my CAI and catback...and have limited tools. Think I can do it?

 

I didn't install mine but it didn't look too hard. If you have access to a lift, I'm sure it would be pretty easy. Hand-tighten everything until you get the whole thing set up and aligned, then lock it down.

Here's my dyno video: Just ignore the sound of the muffler. I should have that little problem worked out by tomorrow afternoon.

http://www.youtube.com/watch?v=vSuLDfYcuOc

 

Why does the muffler sound that way? Don't tell me it's cause you don't have the DDR installed! I picked mine up today. Sat in traffic through Brooklyn for about 4 hours total. It sucked. But now I have that big ol big sitting in my kitchen ready to go.

 

JoeBlobb nice vid, need to order me some, quick question what kind of rock sliders are those?

 

JoeBlob,

What gear set are you running? I checked the specs on your member tab but didn't see gears.

I'm thinking I might be okay with a Ripp header and my stock 4:10's for 37" tires.

Thanks!

 

JoeBlob,

Looks like your air/fuel ratio was going up and down quite a bit in the video. When I've tuned other vehicles, it should stay close to the same thru the rpm range. Any ideas or comments on this?
Good power increase by the way!

 

6spd truck can get away with it - auto's we would not recomend it... 37's and an auto yield 118 rear wheel HP... IF YOU GEAR IT you'll get 20hp back - then add the headers and get another 20ho and 30ft/lbs of torque...

That air fuel looks correct - by way of deflective tuning - remember this is a piggy back and we are allowing the ECU to do correction - there is a +/- correction you'll always deal with, with these set up... that being said the HP and torque reflect it nicely... look at the video we posted on the previous thread and you'll see the difference in tuning styles and power.

http://www.youtube.com/watch?v=SOG0_8VtMa4 RIPPTECH

 

I did not know the answer to your question so I forwarded a link of this thread to the guy that does my tuning and here is his response:

I like the video - very nice edit to show all the elements going on during a dyno session. The AFR was indeed inconsistent on the pass in the video, it was one of the early ones with the base tune loaded back in. Due to the differences in each specific vehicle, the RIPP base tune has to be overly rich. After tuning, the AFR was far more consistent - less lean on the tip in and low RPM and less rich at higher RPM. For vehicles w/o the water injection system, I would have elected to keep it much richer like the base tune (in the 11's for example), but the addition of the water inj gives a margin of safety that allows me to tune into the higher 11's. Based on the extreme heat and low air density during our session, I elected to leave it a bit rich assuming that on a cooler, dryer day that it will likely run leaner and this system will not accurately compensate for that.

Further thoughts related to topics brought up in the thread: Adaptive learning of the ECU is a tough situation to get around - during our previous tuning session I used an ODBII scanner to monitor open and closed loop fuel status as well as short and long term fuel trims to ensure I wasn't ratcheting the numbers up or down significantly with my tuning efforts. The system appeared to go into open loop at very high engine loads with reasonable consistency so I was able to get a suitable result over multiple dyno passes. Clearly the folks at RIPP have identified this and understand the challenges of tuning around the ECU. The Piggyback (deflective) tuning is my least favorite method of engine calibration, but as shown by the results it certainly works well and can achieve good results if you understand the pros and cons and are patient enough to work around them. All that being said, the other solutions mentioned (ECU reflash tools) would work with greater consistency and more accurate and consistent results - my understanding is that the guys at RIPP have this in the works. My only contact with them was over the phone for some tech info on this project and I was impressed at the willingness to help and their understanding of the Jeep PCM in general - seems like a good vendor that should be supported.

Header performance gains (the goal of the thread to start with): I did have to add fuel in the low RPM/ high load areas, so it does makes sense that they contribute to better airflow and more power. Without a great deal more instrumentation, it's tough to tell where gains come from on a supercharged application (air temp plays such a huge role), but I feel like I did my best to keep testing conditions consistent. The original numbers were derived in Feb. in Atlanta vs. June where the environmental differences are like night and day. The Dynojet correction factor went from a 1.03 to only a 1.05 as I recall.

Hope that helps. He's really good. Very well know in the Atlanta area as a guy that provides precise tuning for all conditions rather than just full throttle. Most of his vehicles are race cars that have to use throttle positions lower than full from time to time and he says it's the hardest part to tune.