Spending LOTS of time on the dyno... This is the primary development project, we are working with the new electronics.... Novemberish...

RIPP

 

Subscribed - Im interested in seeing how the PCM issue works out. I know many are working on it for other reasons. Just wantto see if Ripp gets it cracked first. Not sure of the SC route for me personally. Id like to see where this SC develops its power. I hear turbos develop it in lower RPMS making it more ideal for our rigs. Nonetheless, great work!!

 

Everything has it's tradeoff's,

A turbo CAN make boost earlier in the power band IF it is of a small design, that would allow for faster spooling. The tradeoff would be that it would generally peak out and loose efficiency earlier in the powerband and thus fall off HARD. There are many other tradeoff's and con's, heat management, and higher back pressure not being the least of it.
We decided to use a centrifugal design supercharger. We feel it is the best ballance of benifits over disadvantages, that are associated with forced induction.

Questions welcome.

RIPP

 

Thanks for the info Ripp. What are your thoughts on the differences in saprofitic loss between an SC and turbo? It's always been my belief that since an sc is driven by pulleys and a turbo by exhaust gas that you would see more sap loss on the sc. Also, what about wear and tear differences between the two?

In the end, for me it will come down to price and powerband. I'm really looking forward to seeing your dyno charts!

 

In terms of parasitic loss, the supercharger is at the highest disadvantage in terms of maximum potential power output. They generally utilize the rotational velocity and power produced directly from the engines crankshaft through the accessory belt or "fan belt".
This translates to a "parasitic loss" of potential output of generally between 5 and 13 percent depending on compressor type and design.
The advantage though are, because a superchargers compressor rpm is directly related to engine rpm, It is easier to tune, usually easier to install, and reverse out or isolate if need be.
Better under-hood heat management also lends to lower incidence of oil breakdown and lower potential for unregulated power/boost surge. With our system directly, there is also a total isolation of lubrication, no cross contamination in the event of a failure any where in your drive-train. Because the supercharger does not use exhaust gas, the oil is not exposed to the 900-1500 deg/f temperatures that turbo are. With our system there is no tapping and drilling of the oil pan, and no tapping of the Engines oil system for lubrication. We feel, a more "jeeper" friendly part.

The Turbo, or Turbosupercharger, uses the spent exhaust gasses to turn a turbine wheel connected via a shaft, to the compressor of the supercharger.
Thus scavenging the waste gasses to make more power. In terms of potential efficiency, this is best.
A turbo is more engine load dependent than engine rpm (exhaust gas produced), though you still need to have the required volume of exhaust gas to turn the turbine blade. They tend to be harder to tune because boost can vary so dramatically at any point in the RPM band or drive-train speed. There are generally higher heat concerns being that exhaust pipes are usually routed around the engine compartment to meet at the turbo. It is also lubricated by the vehicles engine oil leading to a higher chance for thermal breakdown as the oil flows through the 900-1500 deg turbo. There are other concerns as well, (oil line getting ripped out by brush or rock scrape) but defiantly able to make good power.

Both are a different means to accomplish the same end. Each has it's own particular strengths and weaknesses. We feel, and 1900 systems justifiably so, That in terms of reliability, ease of installation, and all around power production, we have made the best balanced system. We have manufactured Turbo systems as well, ( RIPP SRT4 50 trim TURBO KIT ) ( RIPP INTEGRA RACE CAR) we just didn't feel it was the right thing for a jeep.





My head hurts now.

Hope that helps.

RIPP

 

Phenomenal response! This should be saved somewhere for others to see. It's a point that's argued so many times.

It says a lot that you have a turbo product and still chose to go with the SC for the jeep. Point taken!

 

Thank you sir. Maybe one day you can take the 2 hour drive to see the prototype.

RIPP

 

Can't wait for the tax return next year!

 

I didn't realize you were in Staten Island. Do I make an appointment or just come down? Would love to check it out.

 

Give a call.