I want one of these so bad. I had the money and decided to put it into refinancing my PP2 down from 4.99 to 1.74. Now I'm thinking that when I'm ready to buy a G3, they will no longer be billet and the WD pricing will be gone. Being financially responsible lolYou are a bad influence on my checkbook - I just upgraded my order from the G2 to the G3!
That is a great rate drop! Totally worth it! The savings should more than offset any potential price increase.I want one of these so bad. I had the money and decided to put it into refinancing my PP2 down from 4.99 to 1.74. Now I'm thinking that when I'm ready to buy a G3, they will no longer be billet and the WD pricing will be gone. Being financially responsible lol
In the YouTube installation video they said the front braces need to be removed.Anyone who's installed this have Performance Pack 1? I'm wondering if this kit with the larger intercooler requires the removal of the front braces like the Whipple kit does? The install instructions for ESS don't really cover this that I saw.
Couple points -I'm having trouble deciding between the G3 kit and the Whipple stage 1. After tuning on the ESS kit, the Whipple is actually the same or slightly cheaper based on some of the pricing. They both seem like great kits, but the fact that you have to remove the strut tower brace and the front supports on the Whipple kit is deterring me from it. But the instant PD blower power does sound like fun.
Thanks for the reply.Couple points -
1. From what I've read here, the stock Whipple tune isn't the best and many have issues with it. The majority say you should get a custom tune, which increases the price significantly.
2. If you are concerned about loosing the braces, I'm assuming handling is important to you. The Whipple is going to add 2x-3x more weight than the ESS. That much extra weight over the frontend will adversely impact handling. (NOTE - Regarding loosing the strut brace, many have said they don't notice a difference with it off.)
I too would love the low-end torque of a PD, but my wife (and daughter, with me in the passenger seat only) occasionally drive too. Combining that much power under 4k RPM with an inexperienced muscle-car-driver is a recipe for disaster! Also, when I'm driving "spiritedly", I'm usually well above 4k RPM, where the ESS is making plenty of power. While having more torque down low is always fun, with how I drive, it isn't needed. In fact, being a daily driver, I think it will be easier to drive when in traffic.
The price, linear power delivery, ease of install, and much lower weight all pushed me to go centri vs PD. When looking at the build quality, weight and price of the ESS, it was a no-brainer!
Who did you refi with thats an awesome rate.I want one of these so bad. I had the money and decided to put it into refinancing my PP2 down from 4.99 to 1.74. Now I'm thinking that when I'm ready to buy a G3, they will no longer be billet and the WD pricing will be gone. Being financially responsible lol
The idea of instant power definitely is appealing but unless you have everything set up right you'll just be shredding tires.Thanks for the reply.
1. This was something I was thinking about as well, and adding a separate tune after the fact certainly skews the pricing here.
2. I'm not a road racer, but I enjoy carving corners and with all of the additional Steeda components I've added to the car, It's at a pretty good baseline, so removing any bracing isn't ideal, but if I can maintain the strut brace at least it's not two components removed like with the Whipple kit.
I'm definitely going back and forth on the power delivery, I've played plenty with turbo vehicles, but not so much with superchargers. The PD type of delivery sounds great, but at the same time, having all that power instantly available may not be ideal on the road. My car isn't a daily driver, so I'm less concerned about some parts of this, but at the end of the day, I want it to maintain reliability and drivability. So maybe a Centrifugal is a good compromise for this.