Re: Project Crossfire - a Rotrex Supercharged Limited!
Thanks for the heads up on the FIC. It would really suck if I had to change to the FIC-8 but oh well, such is life. I was fighting two issues when I took her down, boost not what I calculated and a high rpm misfire (5200 rpm). From what I've read on the AEM site many have found the same thing and had to switch to the FIC-8 = damn!
Oh well, once I get her put back together, I'll have to see how it goes and if there is anything I can do to avoid that. If not, I guess that is the next bullet I will have to bite!
But as far as your suggestion on the MAF, thanks but there is no compelling reason to switch to a pre SC MAF setup.
In fact, it wouldn't make any sense in my situation unless I was seeing an erratic maf signal which I’m not. Even then, I would switch mafs before I would switch the position.
First, the car is running like stock until the misfire since I changed the base injector file in the FIC-6 (and the misfire has nothing to do with the MAF so it wouldn’t solve a problem there). Second, the FIC controls fuel from the MAP sensor pretty quickly as you said, so once again, there would be no impact from moving the MAF. Why, because either setup is running off the MAP when into power so the MAF is negated relatively quickly when you stomp on the gas = same tune from a certain point on up.
That said, I've seen and tried the alternative and with Rotrex systems it is most definitely NOT the way to go. MAF pre SC, compressed air pre TB, BOV, IC plumbing, IC efficiency = too many variables that all cause fluctuations. I prefer to get a reading of exactly what is going into the motor within the smallest window possible. Take into account that fuel is calculated in milliseconds, there is no other way to go in my book.
As far as my belt slip goes, I'm not so sure it is belt slip after all. Or at least, belt slip may only be partially to blame. First, I didn’t see a gradual boost curve that suddenly fell or leveled off. In fact, the whole curve was less then expected from beginning to end. Second, I have added a pulley in a couple of different locations (and changed belts accordingly) to increase wrap as well as implemented a new tensioner design with no real impact.
I’m pretty sure it is something a little more insidious; the traction fluid. Basically, I had topped off the Rotrex fluid with tranny fluid = Bad. The Rotrex fluid, for lack of a better word "plasticizes" under pressure and helps the rollers grip. The tranny fluid does not do this and in fact causes them to slip.
That led me to my latest project; taking out the rotrex and its cooling system and flushing everything out! What a pain in the butt!
So here is where I am at now.
I’ve installed the valve covers and IM. I also increased the size of the IC as the one I was using was undersized for the air I want to flow. I showed this in my original calculations but I didn’t really think I had a choice due to space constraints. Since the car was down, I decided to go ahead, order the larger one, and see what it would take to get it in there. It ended up not being that bad. All I had to do was mod the valve cover slightly and re-attach the rear coil pack so it sat lower.
The result looks very nice and makes the IC plumbing 3” from the IC to the TB. However, the angle is wrong for the hoses I have from the Rotrex to the IC so I have to order some more bends to get her all back together.
It was a nice exercise as it really cleaned up the plumbing. I also cleaned up the rotrex fluid hoses and routing. Next, I still need to re-design the IC coolant lines so the system flows as well as looks better then it did the first time around.
Oh well, I should be able to make quick work of getting her back on the road when my parts get here!
Stay tuned!
PS - I can't seem to post pics to my gallery so I just attached them to this post instead.
Last edited by Web 3.0; Jan 17, 2011 at 09:21 PM.