Have you already placed an order with them? I had considered installing one based on some reviews but held off for several reasons.

 

Yes I have placed an order with them and will provide feedback once it is installed. What I can say is that Mark has beed very helpfull answering questions. From what I can tell these kits are made to order and the lead time will vary based on how many are before you.

 

Don't forget the Banks Turbo is about the same price. I've yet to see any good information as to which is the better kit.

 

Drove one with the Banks kit and I did not like the performance. Plus its is a Turbo, I prefer Superchargers.

 

What about the performance did you not like? Lag?

 

I have a supercharger, but it's not a Boosted Tech kit. I can tell you I LOVE it and can answer a couple of your questions:

How long did it Take for you to get the finished product? Pretty easy and straight forward to install. Could knock it out in a weekend no problem

What Spark Plugs did you use? NGKBKR7E

What Injectors did you use? Ford Cobra 39/lb

Are you happy with the Gains? Absolutely! Night and day difference!

How Many MPG did you loose? I've never tracked my MPG, but it likes the gas lol

Did you have to make a lot of adjustments to the Tuning? I didn't you the SS piggy back that Boosted Tech uses, I had FRP tune my factory PCM. Took 8 revisions to get it perfect

 

For those that are interested here is a an update on the Boosted Tech Supercharger review. Is has been a couple of weeks since the installation and tune has been completed. There is a significant performance increase in my LJR. It is very important that you are geared properly first before you do any kind of Boost upgrade to take full advantage of the gains or you are just wasting your money. When driving on the highway I am not able to accelerate and keep up with traffic instead of having to pull over because I am the cause of the backup in the left lane. I am not going to win any races but makes the Jeep way more drivable on the Hwy. The Boost is nice and gradual and you can definitely feel the JEEP start to pull when in Boost. I am getting a Maximum of 6lbs of boost. My gas milage is about the same but it really depends on how you drive. The first week you will want to have fun and keep boosting when you can because it is Fun and new.

My setup

Gears - 4.56
Actual tire size 33.4" 28psi
Transmission - 6sp
Fuel - 93
milage on 4.0 - 99,300

Was the money worth it? YES it was but it all depends on what you want.

 

How easy was the install?

If you don't mind, how much do you estimate it cost you in the end?

Thanks for the update!

For those that are interested here is a an update on the Boosted Tech Supercharger review. Is has been a couple of weeks since the installation and tune has been completed. There is a significant performance increase in my LJR. It is very important that you are geared properly first before you do any kind of Boost upgrade to take full advantage of the gains or you are just wasting your money. When driving on the highway I am not able to accelerate and keep up with traffic instead of having to pull over because I am the cause of the backup in the left lane. I am not going to win any races but makes the Jeep way more drivable on the Hwy. The Boost is nice and gradual and you can definitely feel the JEEP start to pull when in Boost. I am getting a Maximum of 6lbs of boost. My gas milage is about the same but it really depends on how you drive. The first week you will want to have fun and keep boosting when you can because it is Fun and new.

My setup

Gears - 4.56

Actual tire size 33.4" 28psi

Transmission - 6sp

Fuel - 93

milage on 4.0 - 99,300

Was the money worth it? YES it was but it all depends on what you want.

Sent from my Pixel 2 XL using Tapatalk

 

Do you think it stresses the lower end of motor more?

 

No - I did a lot of research on boosting a 4.0L motor and as long as you stay between 5-8lbs of boost the motor will be fine.

 

Hyperbole - he's not really saying it's less powerful than stock - I can keep up without FI on factory gears and 33s

 

I was confused by the wording. Thanks for clearing it up for me. I'm trying to figure out what path I want to take to get my Jeep over the Tennessee hills with a small trailer.

 

What year is your Jeep and what kind of AFRs are you seeing? My 05 doesn't seem to want to richen up until past 3psi and I don't like that. Need to make some adjustments

 

My LJR is a 2006. Here is the link to my AFR. Prosport 60mm Premium EVO Wideband Digital Air Fuel Ratio Kit 238EVOAFRPK4.9-WO https://www.amazon.com/dp/B0115NYGMS/ref=cm_sw_r_cp_apa_i_w6iRDbPW3PGE4

Your AFR will be a little delayed if the sensor is after the cats.

 

A/F sensor should be in front of the cats. The cats purpose is to burn fuel left over after engine. Putting the sensor after the cat will read leaner than it really is.

 

I took the TJ to BT in Denver, where Marc Cook had it for a week doing the installation. He also replaced my OEM radiator with a 3 core aluminum unit; all new hoses, coolant, belt, 185 degree thermostat. Additionally, my TJ is an early 1997 and had an intake manifold with unequal length runners, which Marc changed out for an aftermarket equal length runner model. Before taking it there, and as a result of Marc's instructions, I did a compression and leak down test, and fuel rail pressure test. All were good, with leak downs all 98 to 99%. The Jeep has about 63,000 miles, and has done it's share of trails, many at Moab, medium difficulty (max of 7 rated). During the final pull, the shop owner connected his laptop to the BT piggyback ECM, dialed up Marc C. in Denver by phone, followed instructions for logging on to BT's website, and then Marc took control via the laptop interface, of the piggyback ECM program in the car, and did some final tweeks to the AFR and timing. I also installed the platinum plugs that Marc supplied with the blower, and I had him use the high altitude (small) driven pulley. I get a max pressure of 8 PSI and an AFR at full throttle of 12.4 to 12.5. Highway fuel mileage at 65 mph, 3,000 rpm, is about 12 mpg, so somewhat less than previously.
Before doing the BT installation, I had a shop in Reno do the following: dyno pulls for Before blower, HP & Torque; install an 'A' pillar two gauge instrument pod and an AFR and Vacuum/Boost Pressure gauge. We also converted the injectors to 4 hole from the OEM one hole units. It also has a header and high flow exhaust system (plus a bunch of off road chassis stuff).
Results: a final dyno pull showed a 40 hp and 70 lb.ft. gain, for rear wheel HP of 200. All power transitions are smooth and linear, and power is excellent. Marc did a first rate job with the installation; his workmanship was outstanding. I have about 1,000 miles on the blower installation, and am totally pleased with it.
DISCLAIMER: Marc normally does not have time or space to do these installations, but I was very persuasive.

Paul C.

 

I took the TJ to BT in Denver, where Marc Cook had it for a week doing the installation. He also replaced my OEM radiator with a 3 core aluminum unit; all new hoses, coolant, belt, 185 degree thermostat. Additionally, my TJ is an early 1997 and had an intake manifold with unequal length runners, which Marc changed out for an aftermarket equal length runner model. Before taking it there, and as a result of Marc's instructions, I did a compression and leak down test, and fuel rail pressure test. All were good, with leak downs all 98 to 99%. The Jeep has about 63,000 miles, and has done it's share of trails, many at Moab, medium difficulty (max of 7 rated). During the final pull, the shop owner connected his laptop to the BT piggyback ECM, dialed up Marc C. in Denver by phone, followed instructions for logging on to BT's website, and then Marc took control via the laptop interface, of the piggyback ECM program in the car, and did some final tweeks to the AFR and timing. I also installed the platinum plugs that Marc supplied with the blower, and I had him use the high altitude (small) driven pulley. I get a max pressure of 8 PSI and an AFR at full throttle of 12.4 to 12.5. Highway fuel mileage at 65 mph, 3,000 rpm, is about 12 mpg, so somewhat less than previously.
Before doing the BT installation, I had a shop in Reno do the following: dyno pulls for Before blower, HP & Torque; install an 'A' pillar two gauge instrument pod and an AFR and Vacuum/Boost Pressure gauge. We also converted the injectors to 4 hole from the OEM one hole units. It also has a header and high flow exhaust system (plus a bunch of off road chassis stuff).
Results: a final dyno pull showed a 40 hp and 70 lb.ft. gain, for rear wheel HP of 200. All power transitions are smooth and linear, and power is excellent. Marc did a first rate job with the installation; his workmanship was outstanding. I have about 1,000 miles on the blower installation, and am totally pleased with it.
DISCLAIMER: Marc normally does not have time or space to do these installations, but I was very persuasive.

Paul C.

Sounds like a good result, Paul. Interesting that the tuning could be done remotely as you described. What torque number did it put up at the wheels?

Jeff

 

For those that have installed the Boosted Tech setup, how are the instructions for doing it? I can't seem to locate any instructions on their website. Before buying something like this, I like to be able to see how it is installed. I did this for my MetalCloak fenders and most anything else if instructions are available before hand. Like to know what I am getting myself into first before spending big chunks of money.

 

You need to create a log in first and go to the support tab to download the Instructions.

https://www.boostedtech.com/support/yjtj-4-0-top-mount-install-guide/

 

Glad to see all went well.

 

Sorry to change the subject but it is boost related, maybe one of you guys might know the answer to this or know who I could ask. Being new at tuning I'm a little gun shy with just changing settings without researching them first. I have quoted my post from the HP Tuner forum.
Thanks
WOT Delay Question?

"2006 Jeep Wrangler 4.0 with Banks Turbo kit. Engine>Fuel>Power Enrich>Delay>WOT Delay is set to 8.480s(sec?). Does this setting control the PCMs timing to switch to Open Loop mode? Any benefit to be had by lowering or zeroing this table out? Am I way off base as to what this setting controls? Any insight greatly appreciated, thanks."


Sent from my LG-TP450 using Tapatalk

 

Hey TJTurbo good to see you're still at it tuning! You are correct that the WOT delay setting controls the amount of time before the PE table kicks in. Its essentially there to make sure that there is a true substantial demand for power enrichment and not just a momentary kick of the throttle so to speak. I've heard rumors but can't substantiate that this delay was also put place to satisfy the required MPG testing. There certainly is a gain to be had by reducing the delay time as well as reducing the WOT voltage threshold.

 

Here is a pic of what i did

 

Nice! This gives me some inspiration of what to do for mine.

 

Would it be possible and/or beneficial to do a cold air intake like the THOR Kit?

 

I would think that anything that draws air in from outside of engine bay (only way to get truly cold air) away from mud/water/dust would be a really good option. Just had a look at the THOR cowl intake and it looks like quite a good option to me.

 

FWIW, last summer I persuaded Marc at Boosted Tech, to install their supercharger on my TJ. He normally does not do installs, so this was an exception.
We towed the Jeep behind our Class C RV from home in Carson City, NV area, to his shop in Denver. Left the Jeep with him and spent the week in a Denver area park that has an rv park section (lovely place). At the end of the week, met Marc again at the shop, test drove the car (got pulled over by the Sheriff for speeding; luckily just got a Warning); and towed home again. Before going to Denver, at Marc's request, we did fuel pressure, leak down, and compression tests to verify engine condition.
Marc installed the blower (painted red per my request) with polished mounting hardware, new 4 hole injectors,later model equal length runner intake manifold, a new aluminum 3 core radiator, all new hoses, and a Hi Altitude (small) pulley.
He included the platinum plug set, which I installed later. The car is a 1997 with auto, Dana 44's with ARB lockers, 4:1 Terra low conversion, 35's, 4.56; Cloakworks long arms, 4.0 6 cyl that has header, hi flow exhaust system, recent ignition parts replacements, etc. I also took it to a Reno dyno shop for before pulls to establish baseline hp & torque. They also installed the AFR and boost/vac gauges in a pod on the A pillar.
After returning home, I installed the platinum plugs, and went back to the dyno shop. Marc, working with the shop owner in Reno, on his BT web site and over the web, took control of the BT piggyback ECM he had installed, and did the final AFR/timing tweeks remotely, in real time.
Net result: round numbers, 40 more hp and 70 more lbs./feet.. about 7 to 8 psi boost at full throttle. 200 hp at the rear wheels.
Marc did a great job on the install, and the product is everything claimed for it. I am very much satisfied with the result.

 

Gotta love what a supercharger does to the 4.0. What did it make in torque at the rear wheels?

 

I'm just going on 3 years with my BT kit. It is a 2000 TJ with the 4.0L. I did not like the intake provided so created one from 3" al. tubing, silicone elbows/couplers, and a Ford Windstar airbox. It has the 6lb. pulley, no boost gauge (you can feel it ... gauge not needed), and no AFR gauge. It's a sleeper and has satisfied all my requirements. Just my $0.02 and YMMV.
Cheers.

 

Don't recall if I ever replied to this question, but just in case:

Before BT install -142.16 hp; 170.54 Lbs./Ft.

After BT install - 190.44 hp; 247.61 Lbs./Ft.

PC