2012 JKUR (still unnamed) RIPP Supercahrger High Altitude Full Kit Install

[RIPPMODS]

Thanks RIPP, but I think you did not understand my question. I'm not doubting that you tuned your high elevation pulley for high elevation. What I'm asking is, do you support those users that are down at sea level and have NO INTENT of ever driving at high elevation (ie < mile high) and are doing this solely for the purpose of getting more boost at lower elevations?

Yes, you can have the ALT pulley on at sea level with our canned tuned, we are tuned from sea level to high elevation. This means a client can go up and down the mountain without issue. Our tuning follows the barometer reading and adjusts fuel/timing accordingly. Yes at sea level it will make 11psi peak and thus more power, as you transition from sea level to elevation, it will nominally make less PSI.

RIPPTECH

[Timmy]

Yes, you can have the ALT pulley on at sea level with our canned tuned, we are tuned from sea level to high elevation. This means a client can go up and down the mountain without issue. Our tuning follows the barometer reading and adjusts fuel/timing accordingly. Yes at sea level it will make 11psi peak and thus more power, as you transition from sea level to elevation, it will nominally make less PSI.

RIPPTECH

Me likey your answer ;-) 11 PSI, that sounds more funner than the 8 PSI I've been hearing about.

So here's a REALLY dumb question.... If you have no issue with low-life's (ie. low elevation folks) running the high elevation pulley, then why not just include the high elevation pulley as standard? Seems like it's one less SKU to keep on stock, one less special tuning you need to provide, one less part to support, and provides increased power over all the other SC's out there that are not shipping with the high elevation pulley. Am I missing something here?

[RIPPMODS]

So what should you expect driving from phoenix to the grand canyon? 0 ft to like 9000 ft.

a rocket at the beginning, a pig at the end?

You should expect a properly scaled vehicle that adapts to the conditions seamlessly and to be keeping up to the traffic at 9000ft. You should also expect to be passing stock JK's at Hwy speed leaving them wondering what you have that they don't

Put a RIPP sticker on it

Me likey your answer ;-) 11 PSI, that sounds more funner than the 8 PSI I've been hearing about.

So here's a REALLY dumb question.... If you have no issue with low-life's (ie. low elevation folks) running the high elevation pulley, then why not just include the high elevation pulley as standard? Seems like it's one less SKU to keep on stock, one less special tuning you need to provide, one less part to support, and provides increased power over all the other SC's out there that are not shipping with the high elevation pulley. Am I missing something here?

First and formost, there is no special tune requiered - the RIPP canned tune provided the tool is updated is ready to deal with all options we sell for the 07-14jk's. A Diablo Tool update carries the latest firmware update and a simple rewrite to the vehicle using the RIPP canned tune updates all vehicle drive conditions.

To answer your question, Because at RIPP we believe the best foot forward is the 1000's of kits running soundly world wide..... NOT Hanging the front wheels up in the air and saying we're the more powerful.... We can be plenty more powerful that we are now, but it's not worth the down side.

As avid Jeepers, a Jeep is an offroad vehicle, 1000's people rely on them to drive 2000 miles from home to take them 100miles off road... A Jeep part is designed to do things under all conditions. Considering ourselves beyond a supercharger kit, we have demonstrated ourselves to be a Jeep part.

• Well made and reputable
• Easy to install
• Reliable under all conditions
• Easily serviceable on the field
• Reversible on the field
• Removable with a value when sold off used

We take quit seriously the fact that many of our clients pile their families into RIPP powered JK's for a couple of weeks worth of fun and that a more powerful broken vehicle is worthless. The fact is our integrity out weighs the 20-30 more HP we could be advertising. Let the other guys advertise that and deal with the downside. To be fair, once you lay down 320WHP/280trq on 37's, pick up 1-4mpg and don't have to worry about it, do you NEED more?

8psi standard
11psi test and RIPP approved
Any more your on your own


RIPPTECH

[Timmy]

do you NEED more?

Answer: Yes. MOOR POWER...

But, for now, you have mostly satisfied my curiosity.

So basically, you feel 8 PSI is 100% safe at low elevations, but you feel comfortable at 11 PSI if the intent is for high elevation driving at some point, but if someone complains your gear got them stranded on a coastal beach, and they were running a high elevation pulley, you will basically be able to tell them they were operating out of bounds. Got it.

So, JeepLab, got that new pulley on yet? Hurry my mine, you're fan base is waiting...

[JeepLab]

Answer: Yes. MOOR POWER...

But, for now, you have mostly satisfied my curiosity.

So basically, you feel 8 PSI is 100% safe at low elevations, but you feel comfortable at 11 PSI if the intent is for high elevation driving at some point, but if someone complains your gear got them stranded on a coastal beach, and they were running a high elevation pulley, you will basically be able to tell them they were operating out of bounds. Got it.

So, JeepLab, got that new pulley on yet? Hurry my mine, you're fan base is waiting...

Its on my list. behind correcting the steering, and getting the garage ready for work. Ive had to RIPP (lol) the garage apart to redo the epoxy floor. Betty is sleeping outside for the first time in her life. Once I can get her back in, its steering correction time, and the new pulley will go on. Hang in there its coming.

Deola has his installed already, he can comment on the power.

here are some shots of the floor we just put down.

[boosted1]

To answer your question, Because at RIPP we believe the best foot forward is the 1000's of kits running soundly world wide..... NOT Hanging the front wheels up in the air and saying we're the more powerful.... We can be plenty more powerful that we are now, but it's not worth the down side.
RIPPTECH

Um...
Pretty sure the power levels are NOT the same considering we run the same boost levels. The difference is turbochargers make more power at the same boost level. There are pros and cons to both but who makes more power is not really a debate. The wheels hanging in the air is a testament to how powerful a Jeep can be. That Jeep is daily driven, stock engine and has never broken anything but an axle.

[Snarf77]

Um...
Pretty sure the power levels are NOT the same considering we run the same boost levels. The difference is turbochargers make more power at the same boost level. There are pros and cons to both but who makes more power is not really a debate. The wheels hanging in the air is a testament to how powerful a Jeep can be. That Jeep is daily driven, stock engine and has never broken anything but an axle.

Thanks for speaking up. I'm not really feeling the good vibes from RIPP taking unnecessary jabs at competition, especially when unprovoked in a user's install thread. I have a firm belief that anyone who has to boost themselves up to feel better by stepping on others, is kinda lame.

Let's not turn this altitude install thread into a debate thread. I doubt the RIPP gent has actually driven a turbo'd jeep. I've driven both..the turbo definitely is more powerful. To what end, that is debatable. RIPP can't knock reliability because nobody has had a failurewith the more powerful option. We truly appreciate RIPP stepping up to answer user questions, but keep it civil.

[Rexx19]

Um...
Pretty sure the power levels are NOT the same considering we run the same boost levels. The difference is turbochargers make more power at the same boost level. There are pros and cons to both but who makes more power is not really a debate. The wheels hanging in the air is a testament to how powerful a Jeep can be. That Jeep is daily driven, stock engine and has never broken anything but an axle.

I didn't feel like ripp's comment was calling out the turbo guys. They are stating that the SC could be set up to spin up more boost than it does, but they need to keep the beast tame. All tuners have the same issue. The turbo guys can make more power too, but for any manufacturer sell it to the masses, they need to make sure that it dosent have problems with the tune.

Both mods can make more power, but both companies have to tune it so that it drives the way the end user thinks it should.

[UselessPickles]

I didn't feel like ripp's comment was calling out the turbo guys.

Considering that Prodigy has promotional material showing their 3.8 12 psi turbo jeep lifting the front wheels in the air at a drag strip (and they are the only forced induction option to do this with a Jeep), and that Prodigy claims to have the most powerful forced induction option for the Jeep, I think it's quite reasonable to conclude that the following was in reference to Prodigy, and could imply that Prodigy is sacrificing reliability for power:

To answer your question, Because at RIPP we believe the best foot forward is the 1000's of kits running soundly world wide..... NOT Hanging the front wheels up in the air and saying we're the more powerful.... We can be plenty more powerful that we are now, but it's not worth the down side.

Prodigy's point above was that both Prodigy and RIPP are running similar boost levels, so the Prodigy turbo isn't necessarily stressing the engine more than RIPP to get more power. With the supercharger, there is more parasitic power loss to directly driving the supercharger itself. A turbo is inherently more efficient, so a larger portion of the internal forces/stresses produced in the engine are actually transmitted to the drivetrain. A supercharger would need to produce more boost and internal forces/stresses in the engine to match the power output of a turbo. If there was another competitor with a centrifugal supercharger using more boost than RIPP to produce more power, then it would be fair for RIPP to bring up the question of reduced long-term reliability in that competitor's product.

Let's just assume that RIPP did not intend to imply anything about the reliability of the Prodigy turbo, and instead assume that RIPP was simply saying that they are comfortable with their current balance of power and reliability within the context of their own centrifugal supercharger platform, and that they choose not to sacrifice reliability to increase power output and try to compete in peak dyno numbers with a competitor's offering that has an inherent advantage in power production efficiency.

Like Prodigy said, all the forced induction options have different pros/cons. Designed properly, they can all have similar overall reliability, but differences in peak power, throttle response, shape of the torque curve, etc. Peak power/torque is not everything, so there's nothing wrong with not being the most powerful option. None of the forced induction options are inherently overall better/worse. We all have different priorities and desires.