Looking for performance upgrades.

[Torero]

Just my opinion, but if you are wanting a "good rumble" out of a jeep, either your search will never end or you will need to convert to a V8. Unless you don't mind a "bumble bee" type rumble. But no matter what you do, a V6 or V4 will never sound like a V8. I will be interested to hear Borla's touring model for the JL, but my guess is...it will still sound like a v6.

As for performance upgrades...instant HP can be gained from a Supercharger. Ripp and Sprintex are suppose to be very good. https://www.rubitrux.com/jeep-superchargers.html. Based on installation videos, they are not too complicated to install. I was looking at installing one on mine once it has some miles on it. The manufacturer suggests not to install on a jeep with under 1000 miles.

I’ve been waiting for a supercharger for the JL. It isn’t available yet, that I know of. To me the SC is the only true hp increase.

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[VolCntry73]

I’ve been waiting for a supercharger for the JL. It isn’t available yet, that I know of. To me the SC is the only true hp increase.

Yes, I was told by a distributor that it's a month or two out....we'll see how accurate that is.

 

[NFRs2000NYC]

I’ve been waiting for a supercharger for the JL. It isn’t available yet, that I know of. To me the SC is the only true hp increase.

Not at all, and they are worthless offroad. Turbo, sure, blowers are useless. Like I said earlier, if you actually use your Jeep as a Jeep, the only REAL power mod is a regear.

 

[Bic]

What about a supercharger AND re-gearing? I'm also genuinely interested to hear why you think "blowers are useless".

 

[WXman]

You can also crap in one hand, wish in the other and see which one fills up the quickest, too. Or just drive down the road and throw dollar bills out the window.

Except, either of those things is pointless and doing the things I suggested would not be pointless and would make a 10-15 horsepower advantage on a dyno, in my years of experience. So I fail to see how your analogy is relative here.

Not at all, and they are worthless offroad. Turbo, sure, blowers are useless. Like I said earlier, if you actually use your Jeep as a Jeep, the only REAL power mod is a regear.

True, a supercharger actually consumes a significant amount of horsepower in order to make it's horsepower. That's one drawback to them if you're at slow speed such as a Jeep application.

 

[MDG]

Just my opinion, but if you are wanting a "good rumble" out of a jeep, either your search will never end or you will need to convert to a V8. Unless you don't mind a "bumble bee" type rumble. But no matter what you do, a V6 or V4 will never sound like a V8. I will be interested to hear Borla's touring model for the JL, but my guess is...it will still sound like a v6.

As for performance upgrades...instant HP can be gained from a Supercharger. Ripp and Sprintex are suppose to be very good. https://www.rubitrux.com/jeep-superchargers.html. Based on installation videos, they are not too complicated to install. I was looking at installing one on mine once it has some miles on it. The manufacturer suggests not to install on a jeep with under 1000 miles. Please note, while the Sprintex is removable, I'm not sure if the dealer can tell if you have had it on. It's a big gamble with a new year model though, so there is risk involved. But it will definitely give you added performance. I'd love to put one on...but I don't know if I want to risk the warranty for a while.

The only "V4" automotive engines I know of are from SAAB. It was a Ford engine also used in the Cortina I believe. The two stroke versions sound like crazy chainsaws when in Rally trim and the 4stroke versions sound like Harley vTwins. My Father owned a 1970 SAAB Sonett with a V4 4stroke and that thing even in stock 60hp trim sounded awesome.

 

[MDG]

Getting rid of the horrendous crimped pipe over the rear axle and the 90° inlet into the factory muffler and replacing it all with mandrel bent smooth pipe and a direct inlet/outlet flow through muffler will free up some horsepower. On the dyno I would expect 10-15 from that change alone.

Then you could get a good tune and probably open up a little more power running 93 octane pump gas. These Pentastar engines LOVE higher octane fuel even in stock form.

The Challenger version is rated 305 HP and basically the exhaust and tune are the only key differences.

I agree that there should be some to gain from getting rid of horrible bends.If you look at them they crush down to below the flow area of the rest of the system which could be a restriction. AFE has a full cat back that they claim 10hp and 9tq gain and show dyno results. If I were to do an exhaust I would be looking at that system.

 

[WXman]

AFE has a full cat back that they claim 10hp and 9tq gain and show dyno results.

Sounds about right. That's pretty much what I'd expect.

I'm not quite sure why Jeep bends the pipe like they do. That curly-Q coming off the mainfolds is stupid, the pinch over the rear axle is stupid, and going into the muffler at a hard 90 degree angle is stupid. They should know better. More horsepower would have also increased their fuel economy marginally, which they clearly were concerned about on the JL.

 

[Biscuit]

Except, either of those things is pointless and doing the things I suggested would not be pointless and would make a 10-15 horsepower advantage on a dyno, in my years of experience. So I fail to see how your analogy is relative here.

Except that your exaggerated (and unsubstantiated) claim of 10-15 hp comes on a dynomometer and at engine rpms that a typical driver will seldom if ever approach in real-world conditions for more than a few seconds at most. Your suggestions are, at best, good for little more than bragging rights on a dynomometer printout.

 

[Brian08]

I am thinking SC when it hits 30k miles right now.. I thought about AEV Rebel Cat back Dual Exhaust.

 

[NFRs2000NYC]

What about a supercharger AND re-gearing? I'm also genuinely interested to hear why you think "blowers are useless".

WXMAN basically answered this. They don't make any decent power down low, and draw power and create heat, the opposite of what you want on a trail rig. If you're building a baja runner Jeep, sure, but for offroading/overlanding/crawling, it is competely useless.....and IF you decide to give it the beans on an obstacle, you increase your chances of snapping ujoints, shearing ring gears, killing drive shafts, etc 10 fold. As someone that's always have sports cars with aftermarket forced induction (and still do,) the Wrangler is just a terrible application for a blower. A small turbo however that gives full spool at say 2000rpm however, is fantastic.....if it can do it reliably.

 

[NFRs2000NYC]

I agree that there should be some to gain from getting rid of horrible bends.If you look at them they crush down to below the flow area of the rest of the system which could be a restriction. AFE has a full cat back that they claim 10hp and 9tq gain and show dyno results. If I were to do an exhaust I would be looking at that system.

Bends in an exhaust create backpressure....which can add tq. Getting rid of backpressure isn't always a good thing.

 

[VolCntry73]

The only "V4" automotive engines I know of are from SAAB. It was a Ford engine also used in the Cortina I believe. The two stroke versions sound like crazy chainsaws when in Rally trim and the 4stroke versions sound like Harley vTwins. My Father owned a 1970 SAAB Sonett with a V4 4stroke and that thing even in stock 60hp trim sounded awesome.

Thanks. "4 cylinder" for those that didnt pick up on the generic reference.

 

[MDG]

Bends in an exhaust create backpressure....which can add tq. Getting rid of backpressure isn't always a good thing.

https://www.carthrottle.com/post/wg3b6r9/

Maintaining the proper exhaust velocity is what's important. If you open the pipe up too much you can reduce velocity. Inversely, Pipes that narrow or bend dramatically as we are talking about also reduce velocity.

 

[WXman]

Except that your exaggerated (and unsubstantiated) claim of 10-15 hp comes on a dynomometer and at engine rpms that a typical driver will seldom if ever approach in real-world conditions for more than a few seconds at most. Your suggestions are, at best, good for little more than bragging rights on a dynomometer printout.

And that matters because?

Nobody here ever mentioned RPMs, but just for the record the gains from exhaust changes are documented to occur from about 2,500 RPM and up, which is a powerband almost everybody sees every day. You can get good mid-range power from bolt-on modifications, which is the subject of this thread. It's been documented on dynos across many vehicle platforms, some of which I've shown myself. On my car, I saw 40 HP and 50 lbs/ft of torque increase with a CAI, matching throttle body, exhaust, and a good high octane tune.

I think if you don't have useful information to share, it's time to sit on the bench for this one.

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