JeepLab Prodigy Install LIVE

[boosted1]

If you are confident in the validity of the results, then let's see some stock vs RIPP vs Magnuson vs Prodigy charts!

This should be the story. Keep in mind all the results should be on the same dyno same configuration, same correction factor etc...
My thoughts are as follows.

1. Magnuson by design will deliver the highest off idle TQ gain
2. Magnuson will also have the lowest overall performance gain
3. Magnuson power will decline the longer it is ran due to heat soak and highest IAT

4. Ripp by design will have a linear power curve and will make peak HP only at max RPM
5. Ripp will make good power as the supercharger is large enough to move a high volume of air

7. Prodigy by design will deliver more power than ANY forced induction system on the market
8. Prodigy will make crazy power in the midrange where the Wrangler needs it the most Contrary to most dialogue
9. Prodigy will deliver sea level performance at higher elevation due to the use of a wastegate
10. Prodigy system can be upgraded giving it a win for HP per dollar

[boosted1]

Stage 1 is shipped with Red spring .4 bar
Stage 2 is White .5 bar

Read the bottom right of the image. I personally prefer the White and Green combination for Maximum fun.

[Snarf77]

Stage 1 is shipped with Red spring .4 bar
Stage 2 is White .5 bar

Read the bottom right of the image. I personally prefer the White and Green combination for Maximum fun.

Looks like the spring that went into my wastegate may be the far left "grey" or MVR-Plain. It could be the black and a figment of the camera's color settings.

[Yoinkers]

This should be the story. Keep in mind all the results should be on the same dyno same configuration, same correction factor etc...
My thoughts are as follows.

1. Magnuson by design will deliver the highest off idle HP gain
2. Magnuson will also have the lowest overall performance gain
3. Magnuson power will decline the longer it is ran due to heat soak and highest IAT

4. Ripp by design will have a linear power curve and will make peak HP only at max RPM
5. Ripp will make good power as the supercharger is large enough to move a high volume of air

7. Prodigy by design will deliver more power than ANY forced induction system on the market
8. Prodigy will make crazy power in the midrange where the Wrangler needs it the most Contrary to most dialogue
9. Prodigy will deliver sea level performance at higher elevation due to the use of a wastegate
10. Prodigy system can be upgraded giving it a win for HP per dollar

Wes, why does your dyno chart show a loss of power, I understand the goal of midrange power, but I cannot understand why the prodigy power line dips under the stock line.

Also, can you give your position on axle gearing with dynos?

What tranny gear was prodigy's dyno done in?

[boosted1]

Wes, why does your dyno chart show a loss of power, I understand the goal of midrange power, but I cannot understand why the prodigy power line dips under the stock line.


Also, can you give your position on axle gearing with dynos?


What tranny gear was prodigy's dyno done in?

When the vehicle is turbocharged, load is a huge factor. Graphing the lower RPM band is the most difficult. We ran the vehicle in 4th gear and slowed to the lowest point we could maintain a wide open throttle pull. So picture yourself in 4th gear and slowing down to like 2k and then give it wide open throttle. Not really ideal...
We use the dyno as a tuning device to hold the vehicle stationary. We then make adjustments while recording data from the vehicle and the dyno. This helps determine what adjustments are needed next. When its all done the street is where the fine tuning comes into play.

We used 4th gear for our pulls and also tested with 3rd gear. They were close enough where it didn't matter.

As for axle gearing on dynos, I personally have not seen this as a real issue. When I am taking the time to dyno a car I would start with a baseline, make the modification and retest to see the results of the modifications. If you are looking to compare something then the variables need to remain the same all the way down to how they are tested. What gear they are driven in, tire size, weather etc..

Gear ratio just changes how quickly the engine pulls through the RPM band. A gear change can deliver faster acceleration but will also get less fuel economy as it cruises at a higher rpm on the hwy. Turbochargers like load and I find ratios closer to stock work best. Over gearing may deliver adverse affects like poor fuel economy and surging on the highway.

Typically over gearing is done just to make up for the overall lack of power. If the Jeep performed great stock and you changed the tire size why wouldn't you just install the gear that puts you closest to stock? Choosing a different gear than this could give improved acceleration but would also change the rpm at cruise. The reason the performance went away is due to the weight of the tire and wheel combination. To get the performance back you will need more power.

[Snarf77]

Gear ratio just changes how quickly the engine pulls through the RPM band....

Typically over gearing is done just to make up for the overall lack of power. Choosing a different gear than this could give improved acceleration but would also change the rpm at cruise. The reason the performance went away is due to the weight of the tire and wheel combination. To get the performance back you will need more power.

Moving through the RPM band faster has an effect on power at the wheels; the significance of the loss is to be debated and could be a non-issue with regards to this level of power.

Higher numerical gear ratios are also used to increase crawl ratio off-road. That was one of my goals, especially with my manual trans. The higher the rpms when crawling..the smaller the the movements for a given throttle input. This also helps me into that midrange power band where my turbo shines.

Luckily I've had no highway surging of any kind; the highway driveability has been massively improved over stock.

Do you envision separate tunes for Stage 1, Stage 2, and eventually Stage 3 systems?

[UselessPickles]

When the vehicle is turbocharged, load is a huge factor.

We used 4th gear for our pulls and also tested with 3rd gear. They were close enough where it didn't matter.

These two statements seem contradictory to me, when talking about a dyno pulls on a simple inertia dyno. Jesse's Girl definitely produced very different results in 3rd gear vs 4th gear.

Wes - are you using one of the much nicer dynos that can dynamically change its load to maintain a controlled/constant rate of acceleration during your dyno pulls? If yes, then we'll never reproduce those results on a simple inertia dyno.

[boosted1]

I think i would have to make the comparison when i have the Jeep on the dyno. Doesn't sound possible to me. As i remember the pulls in 3rd were relatively the same in 3rd vs 4th. Certainly nothing that I recall that would make me choose one over the other. I think 3rd may be a better choice to see the dip in power that is in question.

DynoJet with WinPep 7

My boys at Power by the Hour are the best in the country. Check them out. Long time friends. http://www.pbhperformance.com

[JeepLab]

to talk to this point of 3rd vs. 4th gear, I cannot tell the difference when looking at the charts weather a dyno pull is 3rd gear or 4th gear unless you change the charts parameters to actual speed MPH, and not engine speed RPM.

Otherwise, you could end up laying 3rd gear runs over 4th gear runs and not know that its not apples to apples, in the RPM band, it looks like apple to apples.