5.9 seconds! HOT!Quote:
Originally Posted by Deola
Printable View
5.9 seconds! HOT!Quote:
Originally Posted by Deola
So how about the dyno chart comparison? Have you put all the comparison stuff on hold until you get caught up with the new Prodigy turbo so you can make this a threesome?
Not so much holding back the charts for the turbo, I've just been side tracked with some other stuff, and its more than just posting the chart. Im trying to explain the differences at different levels of the RPM band. So I'm getting it all together. It will be up this week. (prob tomorrow) with full review.Quote:
Originally Posted by UselessPickles
Ok here are the side by side dyno charts.
Horsepower first.
Attachment 468
Ripp is blue Mag is Red.
Both Trucks-
4.10 Gearing
32" Stock Rubicon Tires
6spd
=identical powertrains outside of the SC. The weight and height differences between Betty and Sweet Pea are nulified on the dyno.
Here's where things between these two killer units become more clear.
You can feel the way this chart looks when you drive each truck. The Mag power is AMPLE when you hit the gas pedal and stays that way, all the way through the powerband. The RIPP is "finesse" power early, but it goes CRAZY late.
So when you glimpse the horse power chart, you think RIPP runs away with it with that surge at the top of the powerband. And it does. IF you look at the chart that way.
The other way to look at it, is the Red Magnuson line is on top from about 2300 RPM to 4000 RPM. Thats the zone many of us live in on the road.
This is where you alone can choose a winner for your own purposes.
Can we get a torque chart that also includes the stock jeep?
Yes, let me dig up the stock dyno and ill add it to the HP chart, then do torque.Quote:
Originally Posted by UselessPickles
Torque chart is generally more useful to look at than the power chart. Power is quite an abstract and difficult to understand concept, especially when plotted vs RPM. Torque is directly proportional to the amount of acceleration you will experience, at least at lower speeds before drag starts playing a serious role.
Torque charts will effectively visualize how both stock and Magnuson maintains nearly steady acceleration through the RPM range (Magnuson just has more than stock), compared to the RIPP's acceleration increasing the whole time. You feel acceleration, but you REALLY feel changes in acceleration. With more torque available at lower RPMS, the Magnuson will feel much more impressive as you stomp on the pedal, because it will be a sudden larger change in acceleration than RIPP. But as you keep the pedal buried the RIPP will feel more impressive as acceleration continues to increase. Not just because of eventually having more torque than Magnuson at higher RPMs, but also because of the continuous INCREASE in acceleration; you're body is more sensitive to changes in acceleration. I'd be willing to bet that the RIPP subjectively "feels" faster starting at an RPM a bit lower where the Magnuson is still actually accelerating faster.
When a gear change (upshifting near redline at full throttle) comes in to play, the RIPP will have a more drastic decrease in acceleration, which will "feel" more disappointing than when upshifting on the Magnuson, even though the RIPP may actually still be accelerating faster than the Manguson right after the upshift. I'll be able to clearly demonstrate this with some fancy acceleration vs. speed (through all gears) graphs, once you send me the dyno run files :)
Here is the same MAG vs. RIPP power chart. This one shows the stock power line also.
Attachment 477
These pulls are all in 4th gear. The jeep's stock speed limiter kicks in on the green stock bar, at about 95mph.
Didn't you have a dyno run of stock in 3rd gear that allowed you to test the full RPM range?