Not going to lie to you. I was apprehensive too...but I literally watched them and hung out while doing the install and got educated in the process....I learned a lot on Saturday and I am looking forward to being able to install one myself...

Heck i even asked why Vortech over Procharger....main reasoning? Packaging...the Prochargers are a lot bigger and the Vortech unit spec'd out exactly the intent of what they were trying to accomplish. And in my eyes they accomplished it well....However who knows...maybe in the future they will put a Procharger on it. But right now, that Vortech sounds/looks awesome in the engine bay they even mentioned that at 1700rpm about the dead air space etc the 3.8 has....And the thing revs like you wouldn't believe, .wow..but when he reved that thing?...My eyes were bigger then golf balls....I smiled at Perry and said ...."Yeah you did it right!" I got a humble...."I'd like to think I hit it out of the ballpark." And that I think he did. Granted its not a Small block per se' but dang.....for everyday use I think this is the hot ticket....

 

JEEPDOG........... If these are YOUR real world look and impression of the product....... and you are being honest .......... Then I am interested as soon as funds become available !!!

AFTER ALL this is why I am a member of this forum!!!
Fellow Jeepers helpin Fellow Jeepers !!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!: yup: THANK YOU!!

 

I like the RIPP if I did not already have the Greddy and the plans I would prob get one. it looks like a nice tight pkg all inclusive decent price. TC/SC's have been prooved for many years now, there are a butt load more TC's in Europe on all sorts of cars, LT's SUV's than in the States. I cannot wait to start my project and show the #'s. Not to endorse or put down any one way or brand but to proove the ability of the 1Gal engine to be Forced.

 

We’ve considered going to the track and doing some runs with the belt on and then off we just haven’t set a day to do it yet. We’ve had a rigorous show schedule which has taken up our time maybe when it slows a bit we can slip over there and make some passes.

We haven’t thrown one trans code… the SC doesn’t hit the trans like a brick its comes on based on RPM as the engine goes up so does the boost. If there are trans issues it may be caused by the inherent shifting based on the lack of power…. So we kill two birds with one stone. As for clutch’s you know as well as anyone.. they are wear items and if a new clutch needs to be installed for added power, that’s a bridge that’s crossed when you get there.

We don’t run any hotter than stock at any time even when idling of wheeling.

We aren’t the dealer, we don’t speak for them… but I’m certain that if you show up with a blower they will frown upon it. When we went to our dealers they didn’t… but they are cool about things like that. They were cool after they scanned the ECU and found it to be completely clear of codes as well…. So that’s as much as I can elaborate on that… I said the same thing in the other post you mentioned this as well.

It will pull like you have an extra 100 rear wheel HP…. BEST I CAN GIVE YA.


Sounds neat…. Good luck with that.

I’m sorry but we really can’t elaborate on any of the VE calculated or true, as we keep that information on the DL. Our programming will work for you if you’re interested in using it however it will require you to adapt to our technique of supplemental injection.

The tone I mean to present here is in delivering information not in discouragement or "for arguments sake". I bring 16 years of tuning to the table with a 9sec 700hp Acura under my belt back in 98/99 when we were one of the fastest Honda products around.

Remote turbo’s leave a bit to be desired form the VE side of life, we tune them often on daily drivers… all in all they are fun but I’m not sure how practical it could be off road or mudding. Turbo’s and the piping generally don’t like to be cooled at all and we find that the tune constantly needs trimming even on rainy days… but if your willing to tackle it you should… Often remote turbo guys will run around with a lap top plugged in or a hand held fuel controller to give it a tweak here and there. Or have multiple maps until they find the happy medium.

The principles of turbos are built around exhaust and more importantly heat... so there are factors there that need addressing and even though you got a free turbo it doesn't mean that "it" will be the one you end up using...Greddy turbo's are laggy to begin with..I would use a dual ball bearing as a start point.

- Our perspective – from a performance tuners consulting perspective is: the SC is an easy solution to an ongoing problem… its in the box its easy to use, if something goes wrong you won’t be stuck and you can run 87-93octane…if your going to go turbo there is a lot of tuning to be factored in like load per gear waste-gate size intercooler location and size… timing safety parameters should there be an over boost or spike… we as manufactures would not be willing to assume that risk in a box… as an individual Aquadoc can….as he seems to be “calculated” in his steps and well placed with help.

Well…. Duhh… what do you think we have the engine out for? We are a speed shop!

LOL

Correct, it’s a logical solution to a problem we all have…. This is usually the case in any smaller displacement car or truck. Boost is the replacement for displacement… over the next coming months we will be looking into alternatives regarding power. However its to early to elaborate on the topic as we have no hard data collected yet.


Not yet but we will be delivering shortly…


Well then, lets get you behind the wheel of one, as soon as one comes down your way I’ll make sure to post it.

Thank you we appreciate that, we have spent some time putting it all together… there’s no disputing a properly set up turbo will out power a SC all the time, however like I previously mentioned, its not exactly “box-able”. There are simply to many variable involved from a manufactures perspective.

As manufactures we take the added responsibility in trying to be as safe as possible… that’s a lot easier to do with a good supercharger than it is with any turbo.

Lastly… there are a lot of small displacement car in Europe… hence the turbo’s. thats like saying there’s a lot of V8’s in America.

RIPPTECH

 

Yes these are MY REAL WORLD look and impressions. I do a lot of research personally whenever I buy a product. And RIPP is the first company that figured out how NOT to get the PCM to trigger fault codes. I personally watched Perry solder (don't mention crimping wires to Perry or he WILL turn into the Hulk. )

The kit is nice, after it was all together (this was a customers jeep and he is in Iraq if I recall) they started it up, monitored everything, shut it down and adjusted tubing here and retightened the hoses to give it the absolute best fit and finish.

I will say that Perry and Ross went above and beyond explaining everything to me, and I soaked it all in. Why this, why that...why not this and why not that...and here are the reasons etc...

No, I am not getting paid to say this, no I am not getting anything for this. I am telling it like it is. The funny thing is last year when RIPP was at the PA Jeep Show I mentioned to Perry that I talked to a really nice guy explaining the kit to me, Perry said..thats Ross he is right there...and a friendship started up. (at least i think it did. hahaha)

Regardless, both Perry and Ross drive JK's. Perry has the prototype everything on his JK and Ross has the production version.

By the way...the installation manual? Its all color, step by step photographs...templates...very well thought out with the enthusiasts in mind that will install the kits themselves (ie. Me)

 

Yes being "calculated" meaning I have done a lot of math. The math puts me in the ballpark, an educated Guess as it is. I do not have 20~ years of experience like the RIPP guys do (wish I did) as it is kinda scary doing this to my daily driver. BUT I have confidence in my team and While in the desert we did take two carbed, 90 Toyoto Land cruisers from the "Junkyard" (DRMO) and mate a VOLVO turbo to one and all was great. The math said the Turbo was too big but we found that the "LAG" was almost nil. And again if it were not for the fact I already have a plan AND am going for my own end result I would seriously consider the RIPP SC. I am gonna have a laptop strapped in, and software and all that jazz. My mount will be a "mid mount" right behind the headers so lag and cooling SHOULD be just right. We'll see.

 

I have driven the RIPP jeep. It is awesome!!! It truly felt like a larger displacement motor. I was amazed by the power it put out and pissed when I had to drive my stock motor home. They are very knowledgeable and easy to work with. I liked it so much that I immediately ordered one. I am getting it put on next week and will post the results.

 

OK. I know nothing about blower installations & have no plans on installing one. But, I do know bolts and your understanding of how they work is a bit misguided.

When a bolt is torqued it is put in tension and the part it is clamping is put into compression. A torqued bolt does elongate when additional forces are placed on them, but so long as they operate within their elastic range they are fine.

The stress you describe on connecting rod bolts does not make sense. You only increase tension by increasing RPM's & I don't think a blower would do that right? That's not where I would be concerned.

Now head bolts are a different animal. If you increase the pressure in the combustion chamber (which I assume a charger would do?) the bolts would cycle closer to their yield strength, which would ultimately decrease the expected life of the bolt. This is the effect of fatigue in designing with metal. However, since I don't know any of the specs on the bolts or how much a charger increases the stress in the metal, I can't determine if there would be any measurable effect on the expected life of the bolt.

In real-world terms, how do those rice-burners perform with blowers? They've been putting bolt-on chargers on those little Honda's for years. I've got to think the 3.8L is a lot closer to those engines than it is to a 350.

 

So I have to ask.. I was on the way home today and it read 112, so about 109. That is very typical all summer in Phoenix,AZ.

Would the RIPP SC still work in that kind of heat without knock?

 

Well I don't know about the rest of yall, but I appreciate RIPP continuing this discussion. He's answered every single question and concern we've thrown at him. .....and not just with sales jargon, I don't believe. Although we've not seen any real world numbers yet, I'm sure we will as time goes on. He didn't have to keep going with this thread. He couldda jusd said to hell with it. Thanks Ripp. ...and let me know too when one of your Jeeps might be in Georgia. I'd love to go drive one. If I decide to put a blower on, yours will likely be the one.