Could one run a 178 pulley and a code three pulley or would be to much heat

 

there is only one person who has that setup so only he could answer that. This is from another thread, but take from it what you will. A person just running the SC pulley has said he has zero heat issues, as I have zero issues as well with the 178. This would be a killer combination, just nobody with an SRT6 is so far willing to put his car up for the test, because killer might be literally.

My experience with the Code 3 pulley is, yes, you will have to improve cooling.
Brian from Code 3 emailed me the following when I told him that my SC was cutting out from overtemp problems.

"Cooling issues have plagued the 3.2l sc engine since 2002. Remember, we have been modding this engines for quite some time. For years, people didnt understand how there upgraded C32 would lose to cars they shouldnt be in races. The problem was simple, heat soak was shutting the SC off, or causing it to pull a tremendous amount of timing because of the heat, which decreases power. The stock cooling system is not adequate at all to run ANY upgraded boost. When I started developing parts for the C32 two years ago, the first mod I designed was an upgraded HE. The johnson pump on its own will not help much. Even though it flows 50% more than the stock pump, most of it is getting backed up on the inlet side of the intercooler (under the SC), as it flows very poorly. Quite simply, an upgraded HE is one of the first mods I recommend to customers."

 

Eleventeen has this set up on his C32. I don't believe he has heat issues, but you can PM him. I plan on doing this to mine in the near future.

 

I just got off the phone with Ed Martinez from PSE Superchargers. Great guy to talk to...

The MAX RPM our SC can spin is 20K but that will distroy it quickly.
MAX safe SC RPM is 15.5K to have any chance of a long life.

Let's calculate SC RPM.

Crank / SC = (Ratio) * Engine RPM = SC RPM

155 / 74 = (2.10) * 5.8K = 12,180 SC RPM (Factory)

178 / 74 = (2.41) * 6K = 14,460 SC RPM

181 / 74 = (2.45) * 6K = 14,700 SC RPM

185 / 74 = (2.50) * 6K = 15,000 SC RPM

Code 3 pulley = 65mm (so I've read)

155 / 65 = (2.38) * 6K = 14,280 SC RPM

178 / 65 = (2.74) * 6K = 16,440 SC RPM

Raise your rev-limiter over 6K when you tune and then re-do the math.

BTW - Ed said they re-manufacturer our SC's for $1,495 + Shipping.
They send you a crate that will secure your SC to ship back to them in.

It all depends on risk and if you think your ECU will adjust fuel maps beyond 21 PSI.

 

That there is some solid and useful data, thanks, Woody

 

Im still going to do it.

 

does retuning raise your rev limiter? if thats the case, a 185 mm crank pulley with a tune could go over the 15,500 mark.

 

2.5*6200=15,500

Thats pretty close....


MikeR

 

That's the ragged edge of safety.....but how long does one stay at 6200 RPM? (especially in a 1/4 mile race)

I do think a ASP/Code3 combo would work well, just not sure if the ECU will handle the added boost at the upper RPM's.

The down side is $1,495 and some down time for the SRT

 

Just for some who don't know.... When you hear of a C32 running a successful setup, keep in mind their heat exchanger is considerably larger than ours.

It might matter in border-line heat issues.

EDIT: I should also point out that helical superchargers can comfortably go up to 22,000rpm, or so I've heard... So besides heat, I think the S/C itself would do fine.

 

These are great numbers I think with the new intake mods this combination could be wild,however I'm waitng on a larger H/E to surface

 

Yes, mine has physically worked well so far, but it has only been about 4-5 months. However, the ECU and I have barely spoken since. It doesn't like seeing the peak boost. I keep getting P0108 since I am maxing out the MAP (just barely) at 22 psi in 3rd. I really need to get it on the dyno to see what actually happens when I hit that pressure. My rev limiter is set to 6400 RPM incidentally. Otherwise, I constantly bump the rev limiter during 1-2 shifts; it revs pretty quickly. Upper RPM doesn't seem to be much different from the ASP alone (if any), but lower and mid-range RPM's pull hard. It now hits 12 lbs. of boost by 2000 RPM and maybe even a little sooner (hard to watch boost gauge and tach at the same time). A more precise dyno tune, rather than my mail-in, and controlling IAT spikes should make for more top-end power. I'll post up as soon as I hit the 1/4 since those are the numbers that really count.

 

You don't put it in autostick and let it shift for you?

 

I switch back and forth between both modes a lot, but if I get it to drop down into first from a roll, it will accelerate then bump the limiter before it shifts. I guess it all happens before the TCU realizes what's going on.