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Just wanted to see what yalls thoughts are on the new AEV supercharger vs the Ripp. I know that the AEV is maxed out at 5psi of boost. Thoughts, experiences, opinions welcome.
AEV/Magnuson Vs Ripp
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I went with the Ripp after researching for the following reasons, not all may apply to you however:
1. Have been around a long time with good reputation.
2. Vortech, the basis of their compressor has years of experience.
3. PRV is set to 8 psi
4. Best cost for entire kit, including inter-cooler
5. Least invasive install - no need to move oil inlet to way in back on opposite side by having to switch valve covers. No need to relocate power steering pump, etc...
6. Single stage of inter cooling - ie. air to air, not air to water to air...inherently more efficient from a thermodynamics view point and no need for a secondary coolant system and another point of potential failure.
7. Not convinced a positive displacement compressor will run as stock unit if the belt fails (how would air get to engine past the compressor lobes?) With Ripp, air easily bypasses the centrifugal compressor vanes in event of belt failure and installation of stock belt to get off trail...
Down side
1. Belt replacement takes a bit more work to loosen four mounting bolts to get larger belt back onto pulley
2. ALL superchargers will exhibit some surge when using cruise control
3. Requires use of high octane fuel 91 or higher
4. I found it necessary to tweak the Ripp tune to my application to reduce the surge when in cruise control
1. Have been around a long time with good reputation.
2. Vortech, the basis of their compressor has years of experience.
3. PRV is set to 8 psi
4. Best cost for entire kit, including inter-cooler
5. Least invasive install - no need to move oil inlet to way in back on opposite side by having to switch valve covers. No need to relocate power steering pump, etc...
6. Single stage of inter cooling - ie. air to air, not air to water to air...inherently more efficient from a thermodynamics view point and no need for a secondary coolant system and another point of potential failure.
7. Not convinced a positive displacement compressor will run as stock unit if the belt fails (how would air get to engine past the compressor lobes?) With Ripp, air easily bypasses the centrifugal compressor vanes in event of belt failure and installation of stock belt to get off trail...
Down side
1. Belt replacement takes a bit more work to loosen four mounting bolts to get larger belt back onto pulley
2. ALL superchargers will exhibit some surge when using cruise control
3. Requires use of high octane fuel 91 or higher
4. I found it necessary to tweak the Ripp tune to my application to reduce the surge when in cruise control
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This is speculation on my part based on researching an SC for my 2012 JKU when it becomes available.
I'm looking for more torque in the lower rpm range for easier starts getting my heavy JKU rolling and for rock crawling. The Magnuson will provide more of the torque at a lower rpm than the RIPP. When looking at the hp/tq curves for both, the RIPP doesn't produce much more than stock output until after 3k rpm from the dyno graphs that I've seen and then it starts to provide a significant boost. I don't drive my JKU above 3k rpm very often. With my needs, I think the Magnuson will work better because it starts giving a torque boost almost immediately.
Of course with the RIPP giving more power in the higher rpm curve, it would work well for where my JKU is gutless. When I'm on the Interstate and I need to pass someone, the RIPP has the upper hand over the Magnuson. The Magnuson has already given just about max hp/tq in the mid rpm range, where the RIPP is just warming up and ready to provide extra power on demand for the passing situation or on the long steep uphill grades where I need to maintain highway speeds.
As far as boost pressure, the higher the pressure, the more stress on the internal engine components. If you are looking at more than 8 psi, you won't have a reliable engine for long. IMO, your SC choice mainly depends on how you drive and what rpm range you keep your Jeep in the most.
I'm looking for more torque in the lower rpm range for easier starts getting my heavy JKU rolling and for rock crawling. The Magnuson will provide more of the torque at a lower rpm than the RIPP. When looking at the hp/tq curves for both, the RIPP doesn't produce much more than stock output until after 3k rpm from the dyno graphs that I've seen and then it starts to provide a significant boost. I don't drive my JKU above 3k rpm very often. With my needs, I think the Magnuson will work better because it starts giving a torque boost almost immediately.
Of course with the RIPP giving more power in the higher rpm curve, it would work well for where my JKU is gutless. When I'm on the Interstate and I need to pass someone, the RIPP has the upper hand over the Magnuson. The Magnuson has already given just about max hp/tq in the mid rpm range, where the RIPP is just warming up and ready to provide extra power on demand for the passing situation or on the long steep uphill grades where I need to maintain highway speeds.
As far as boost pressure, the higher the pressure, the more stress on the internal engine components. If you are looking at more than 8 psi, you won't have a reliable engine for long. IMO, your SC choice mainly depends on how you drive and what rpm range you keep your Jeep in the most.
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You are correct in that I installed the Ripp for highway driving, not off road. Off road it does not help much at crawling below 3 mph anyway. I have plenty of power for crawling with a 93:1 crawl ratio....again, it helps out an awful lot on the freeway, passing and the mountains of Colorado.
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Based on this info I would go for the AEV unit. Imho
I dont have either but I ride with someone that has the RIPP kit and I have had alot of superchargers in the past on other vehicles. The thing that would sell me on the AEV kit is that I would be gaining power at a lower range for crawling but I don't daily drive mine so I am not worried about highway boost.
If I drove mine daily it would be a tough decision, might actually go with the RIPP in that case because even with 5:13 gears this tank hates turning the 37"s.
If I drove mine daily it would be a tough decision, might actually go with the RIPP in that case because even with 5:13 gears this tank hates turning the 37"s.
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I am torn myself. My JK is a daily driver. I am leaning towards the Magnuson.
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With a rubicrawler and 5.38's I'm not worried about offroad it does just fine by itself. However on road my 3.8 with 40's is just absolutely effing horrible. Since I drive mine on the interstate everyday (even just to get a gallon of milk from the gas station) I want help solely with the upper RPM ranges at 50-80mph. Sounds like the Ripp would be better suited for that. Sounds like the Magnuson really shines in the offroad low rpm range
I added just the ripp headers and tuner, with a dynomax exhaust and K&N intake, it runs like it wants to move now, the only issue is premium fuel and at 60,000mi and 5:13 gears with 35" tires it seems to use even more oil.
yes this thing will burn more than a quart in 1000 mi?
I would think that a SC would only make it use more oil, the recomend wt is very thin, maybe a heavier oil would not go out the exhaust so fast?
yes this thing will burn more than a quart in 1000 mi?
I would think that a SC would only make it use more oil, the recomend wt is very thin, maybe a heavier oil would not go out the exhaust so fast?
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What rpm are you turning to do 50-80 mph with your set up?
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I was told once that a centrifugal supercharger is good for higher RPM power and the roots style blower is better for low end.
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7,179 Posts
Low to mid. Thats why roots style is used on EVERY OEM application. It delivers the most benefit across the widest rpm range.
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Proper gearing is a must for slow speed crawling.
The RIPP really shines on-road, which is where most of us probably spend our time anyways. I used to be scared of the interstate because the damn 3.8 couldn't get out of its own way. Then I put a RIPP SC on it, and I have plenty of power to accelerate and pass, even in the mountains.
Off-road, that's where 5.38 gears and the Rubi 4:1 TC come into play. Plenty enough torque to go over anything.
Note: I'm running 37's, 5.38's and an auto, for comparison. At 70mph, I'm showing 2450 RPM's.
The RIPP really shines on-road, which is where most of us probably spend our time anyways. I used to be scared of the interstate because the damn 3.8 couldn't get out of its own way. Then I put a RIPP SC on it, and I have plenty of power to accelerate and pass, even in the mountains.
Off-road, that's where 5.38 gears and the Rubi 4:1 TC come into play. Plenty enough torque to go over anything.
Note: I'm running 37's, 5.38's and an auto, for comparison. At 70mph, I'm showing 2450 RPM's.
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I have neither but have been looking into them heavily.
I am leaning towards the AEV or Sprintex. I like the lower end tq over the high end power from RIPP. I like that RIPP uses a vortech head unit and I know the RIPP would feel better on the street.
though I like Sprintex due to being able to run the OEM intake box since sometimes shit does happen and in this area may find yourself in water higher than you like. I sure dont want the RIPP to suck in water into that open element filter.
I am leaning towards the AEV or Sprintex. I like the lower end tq over the high end power from RIPP. I like that RIPP uses a vortech head unit and I know the RIPP would feel better on the street.
though I like Sprintex due to being able to run the OEM intake box since sometimes shit does happen and in this area may find yourself in water higher than you like. I sure dont want the RIPP to suck in water into that open element filter.
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You have a good point there, if you don't want to run a snorkel. However, water will still get into the OEM air box if you get into deep water.
I just avoid water. Too many other things that can get shorted if not properly water-proofed.
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agreed. my buddy blew his motor with a little water in stock box. but at least the stock box is a little safer than open filter. I try to avoid it as well...but sometimes you cant. LOL
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Both my wife's JK and my JK have RIPP superchargers.
With the high altitude pulley added to each kit, we are both very happy.
Most offroading is about gearing as much as anything. My wife's automatic is on 37s with 5.38s and the Rubi 4:1. My 6 speed is on 40s with 5.38s.
When we do sand or deep snow, we run higher rpms.
When we are rock crawling, it doesn't take much speed to hit 2500 rpm. With the RIPP, you can feel it building pressure/power as you accelerate into an obstacle that needs wheel spins. If you are in a very slow, technical setting, you don't need substantial extra power to idle through things.
If you are thinking of running a supercharger without regearing for rock crawling, know that that's how people break stuff.
The only downside to the supercharger approach is if you do longer daily commutes at speed in windy conditions, the JK cruise control is not responsive enough to handle the power from the supercharger--which leads to some surging. Neither my wife or I use our JKs more than for around town, wheeling, and the occasional expedition trip. We don't really notice the cruise control mismatch issue.
Here is video if the RIPP in action (skip forward to the rear view):
http://www.youtube.com/watch?v=R-8lEQUGilM&sns=em
Skip to 1:57 in this video:
http://www.youtube.com/watch?v=XZpZgMq5fMI&sns=em
With the high altitude pulley added to each kit, we are both very happy.
Most offroading is about gearing as much as anything. My wife's automatic is on 37s with 5.38s and the Rubi 4:1. My 6 speed is on 40s with 5.38s.
When we do sand or deep snow, we run higher rpms.
When we are rock crawling, it doesn't take much speed to hit 2500 rpm. With the RIPP, you can feel it building pressure/power as you accelerate into an obstacle that needs wheel spins. If you are in a very slow, technical setting, you don't need substantial extra power to idle through things.
If you are thinking of running a supercharger without regearing for rock crawling, know that that's how people break stuff.
The only downside to the supercharger approach is if you do longer daily commutes at speed in windy conditions, the JK cruise control is not responsive enough to handle the power from the supercharger--which leads to some surging. Neither my wife or I use our JKs more than for around town, wheeling, and the occasional expedition trip. We don't really notice the cruise control mismatch issue.
Here is video if the RIPP in action (skip forward to the rear view):
http://www.youtube.com/watch?v=R-8lEQUGilM&sns=em
Skip to 1:57 in this video:
http://www.youtube.com/watch?v=XZpZgMq5fMI&sns=em
I have a Supercharged 12, and I can tell you, I feel the RIPP S/C all over the powerband. It does go absolutley bonkers over 3k rpm.
the RIPP shines off-road too. You just need to know how to apply its power. I took the truck cross country to Moab as soon as the S/C was bolted on and in 4 LO 1st gear, I let the RPM build and she will climb anything. No need to punch the gas. I can completely creep up very steep inclines.
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Agreed! Still on the fence for me too!
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