Under full throttle it has no problem shifting. It shifts around 6.2 all the way up to 80. And honestly it feels as fast as my old 77 Porsche 930.
Under full throttle it has no problem shifting. It shifts around 6.2 all the way up to 80. And honestly it feels as fast as my old 77 Porsche 930.
Sounds like Sprintex has figured out the auto transmission. Magnuson is still trying to get the auto shifting resolved. With the latest tune that I have, the transmission will shift on its own at about 3k rpm from 1st to 2nd, 2nd to 3rd is about 4.5k rpm, and the other gears are at about 3k rpm. I can manually upshift at a lower rpm or let off the gas slightly to shift sooner if I want. Wide open throttle shifts just prior to redline on its own unless I manually upshift.
I can live with the way it shifts around town, but it definitely doesn't shift like it did when it was stock. My main problem with this tune is that my overdrive is almost useless. On level ground or downhill, overdrive works. Any incline that requires throttle input to maintain speed will kick the transmission down to 4th gear and it will stay there for a long time unless I manually upshift it. There are some sections of the interstate that I have to deal with higher rpms in 4th gear because manually upshifting only lasts for a few seconds and then it downshifts back to 4th on its own. If I continue to manually force the transmission into overdrive, it will shift up and then back down as soon as I manually upshift like a yo-yo. I live in Texas and the interstate is not in the mountains or any hilly terrain. I'm talking elevation changes of maybe 20-30 feet. If I hold the gas pedal and don't try to maintain highway speed, the transmission will stay in overdrive, but I'll lose about 5mph in the process. If I press the gas pedal to maintain speed, it drops out of overdrive.
For a power adder, I would think the extra hp/tq of the SC would cause the transmission to downshift out of overdrive less often instead of more often than it did when it was stock because the extra power would keep things moving without requiring a transmission shift. Magnuson has been working on a new tune for over two weeks, but SEMA has slowed down progress. Hopefully I'll get better results with the next tune.
^^ This i do not buy. They always talk like this when no one has the unit. they love to say "We've solved all the problems that the other SC companies have struggled with for years". No one should believe that. A power mod has too many variables for it to be perfect, in your area, on your gas, on your jeep.Originally Posted by bo9roadking
They need a bunch of jeeps everywhere installed and logging to get enough data to make the tune perfect. It takes a long time. JL had the first pentastar RIPP, they will agree with this. JG had the first turbo, and Prodigy said their tune was perfect. It wasnt.
Only when a few people NOT attached to sprintex confirm its perfect would I believe it.
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Sounds to me like there is a winner here for automatics.
I just talked to the Sprintex Guys. I think that I am going to be buying one of these for my Jeep. This is exactly what I was hoping for. A twin screw.
WHOA! You are just the guy to do it. Gunner is the jeep that was gonna do the top speed run right? (crazy, but i like your style)
New member here. Very happy to hear this about the Sprintex. I have been researching superchargers for what seems like forever at this point. That might be enough to push me over the edge. I like the looks of that RIPP intercooler, but the install seems more invasive.
My search has gone something like this: "I think I want the RIPP, looks hot!" "Hmm. What about this Sprintex? Install seems neater" "Oh, hey, there's a Magnuson, similar to Sprintex, but seems to have issues still", "What? A turbo!? Power! But lag (I don't care what anyone says). And still more invasive and I don't know if I can deal with exhaust leaks." "I really like that RIPP. Maybe that's where I'll end up" "Oh, the Sprintex has solved the shifting issues?!"
Needless to say, it's been tough to keep track of all of the pros/cons of all of these systems. Thankfully I've found the threads on wrangler forum and here to help me sort this out.
Fiery... I had to laugh at your post because I'm in EXACTLY the same spot. I heard about RIPP first, wanted RIPP first. Then I heard about Magnuson, and then SC seemed better, never needed maintenance. Then I heard about the turbos. Then I saw all the work involved in installing the turbos and thought "I like Mag SC better." Then I started hearing about all the shifting issues and other little issues with Mag (I have a std. transmission, so it doesn't affect me, but it does speak about the company behind the product." Then I kept coming back to RIPP thinking, their President has certainly come out numerous times saying that above all, they wanted a great _driving_ Jeep, and they had put hundreds of thousands of miles on their SC to get everything dialed in, but then I heard they also had shifting issues. Near I hear about Sprintex and I'm thinking "I should probably research into this one!"
The part that really cracks me up is when is Jeep going to open their eyes and realize that the aftermarket for SC/Turbo is going wild right now, so there is clearly a market for a 350+HP Wrangler, and THEY should make that! Shoot, they could just take their exact same 3.6L, partner with one of these guys and dial in the tune, and then slap it on with Chrysler SKU/logo on it and sell it for $10k more from the factory with a warranty!
Either way, like I said, I'm in the same boat as you... So many options, and I keep bouncing between them all.
2014 Jeep JKU Sahara, Manual - /OlllllllO\ - 4" Metal Cloak lift, 37" Toyo Open Country's on 20" XD Bully Rims, 4.56 Yukon gears, Mopar High Top Fenders, ARB Front Bull Bar Bumper, ARB Rear Bumper, Teraflex HD Tire Carrier, Teraflex Tire Carrier Accessory Mount, Twin Rotopax mount, Hi-Lift Jack mounted on front bumper, Reverse LED work lights, Warn 9.5ti winch, Synergy Drag Link, Trackbar Relocation Bracket, AMP Power Steps, JK1001 Radio, SpiderShade.
There is currently a 404bhp version of the pentastar block out there sleeved down to 3.0L dressed in heads made by Ferrari and coupled with twin turbochargers. Here's an excerpt form a September 2014 article:
How would you feel if you learned that the Ferrari-designed V6 engine mounted on your Maserati was built by Chrysler in one of its Detroit plants? Not so good, I assume.
Well, the truth is, workers at Chrysler Group’s Trenton Engine Complex in suburban Detroit have been machining aluminum 3.0-liter V6 gasoline engine blocks starting this summer under the supervision of Ferrari engineers.
The blocks, which are cast in Chrysler’s foundry in Kokomo, Indiana, are then being shipped to Ferrari’s plant in Maranello, Italy, where they are finished and given the final inspection before installation into Maserati Quattroporte and Ghibli sedans. The decision was taken because European supplier Weber Automotive GmbH couldn’t cope with increasing demand for the engine.
It’s the first time that Chrysler has had a contribution in producing engines for Fiat’s luxury brands. Chrysler is currently machining about 50 engine blocks per day for Maserati and will soon expand that to 80.
“It’s been a real opportunity for us to learn what it means to work on high-performance engines," Brian Harlow, global head of powertrain manufacturing engineering for Fiat Chrysler Automobiles told Automotive News. "The level of quality is just supreme. We’re going to benefit on our standard engines just because we’re working on this smaller engine on a higher level.”
However, the executive wanted to reassure customers there’s no difference in quality from European-built engines.
"It’s a sensitive thing. We’re Chrysler; they’re Ferrari and Maserati. In no way do we want to impact in any negative way the image of either of those. We wanted to make sure we were getting it right, and we did. There’s only one standard which we go by, and that’s the Ferrari standard. They do not compromise,” Harlow said.
I'm glad the executive went out of his way to reassure Maserati consumers that the engine blocks don't fall below the European standards. Ferrari doesn't compromise. It leaves me to wonder what the standard is for Chrysler? Does Chrysler compromise?
Therein lies the reason why, IMHO, Chrysler can't partner with an aftermarket forced induction mfg or freely share their calibration code. If you're going to make it an option then you need to design the engine for the boost (reduce displacement and increase cylinder wall/sleeve thickness and improve head to deck contact or o-ring the heads, etc.). The Pentastar will get forced induction from the factory but it will be a somewhat different engine from ours.
Haha, yeah, I caught that part too, and that made me laugh.
2014 Jeep JKU Sahara, Manual - /OlllllllO\ - 4" Metal Cloak lift, 37" Toyo Open Country's on 20" XD Bully Rims, 4.56 Yukon gears, Mopar High Top Fenders, ARB Front Bull Bar Bumper, ARB Rear Bumper, Teraflex HD Tire Carrier, Teraflex Tire Carrier Accessory Mount, Twin Rotopax mount, Hi-Lift Jack mounted on front bumper, Reverse LED work lights, Warn 9.5ti winch, Synergy Drag Link, Trackbar Relocation Bracket, AMP Power Steps, JK1001 Radio, SpiderShade.
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