That would be awesome..... unfortunately I cant buy right now. Funds are tight saving for the turbo.

 

We can always try to regroup closer to the turbo production.

 

I think that is an awesome idea.... Especially considering the amount of people who have most likely been wanting to do this. Its been on my list for a while but I had never found anything online.

 

Let's see, I have to buy a new car, I'm on the group buy for the headers, I'm in the mix for the turbo, and the next car will have to get all the visual candy put back on it. OH, and a $1,000 clutch.

Should be a busy modding season.

 

I'm very excited about doing some more runs this evening and can't help but think about it beforehand. My experience in the past has been that a given tune runs slightly richer when design for lower compression and then you change to higher compression.

On another note, all in all, I am glad I went the route I did with the AEM. Over a year of experiementing with multiple aspects of the tune put me closer to the engine control electronics on this car (NA), their interactions, and their various idiosyncrasies than anyone I know at the component level. Additionally, I finally mapped out the solution and got it to work. It’s just that once I did, I didn't like the answer as it required turning the AEM inside out to pull it all off. Not a comfortable feeling with a piggyback!

For the record, once upon a time a suggestion was made to consider the SRT-6 ECU but at that time there was no knowledge, experience, data, nor a proven way to go in that department; it was mostly hyperbole as far as I was concerned. In fact, my decision to go with the AEM predates a tried and true solution in that area by weeks if not months. It was a direction I committed to early on and actually helped along by Rudy in that he sold me an AEM along with some starter injectors dirt cheap from his previous attempt at putting a SRT6 blower on an NA.

I'm not sure why certain people are all over my thread hocking another thread. Nor why the primary culprit tends to want to attach himself to my every accomplishment or comment like an authority. But just to note, there is no competition here.. I do but I don't want to sell a “kit” to anyone. I wouldn’t be averse to facilitating an occasional run of the custom parts required and knowledge sharing for true “do it yourselfers” but I have no time to consider a “production” kit at this time.

The truth is however, the Rotrex will prove itself out in the end as the “ultimate” way to go for some people. I’ve owned, built and sold turbo setups and the two just don’t compare unless you want to build a car for drag racing, or are limited to installing or living with something that is inexpensive as it is bolt-on and/or supported by a full time shop with staff. The Rotrex was made for those that crave instant throttle response, trips to the dragon, local road courses, smooth, predictable, and streetable power etc. And with its lower IAT’s and Air/Water intercooler it can make that power all day long unlike most turbo setups.

That said, and on with the positive. The cool thing is how all of this finally came together! First there was Kanzus, then Lantana got his V-8 to work, then Rudy took it all from there to the extreme with transplanting a SC'd V-8 into a crossfire and then some. Fortunately for me, by the time I had explored the extreme ends of the AEM everything had fallen into place for me to circle back to the SRT-6 and consider it seriously as a contender for my go forward plan. Once I took a second look at the SRT-6 ECU and wiring diagrams, it put an almost instant smile on my face to think it could be so simple. It is pretty awesome the amount of research, testing, knuckle busting, and the shear number of people that went into this evolution.

Special thanks to Rudy for supplying me with an almost plug-n-play ECU from an ionstallation standpoint. I expect that if he setup some type of deposit system that he could provide a truly plug-n-play experience by loaning an SDS for the final step of the installation.


Now, on with the testing!

 

I have actually really enjoyed reading this thread, and following your progress. I am also sorry that I antagonized the "hi-jacking" of your thread if you will. Im excited to see how your car turns out and it will be added to my list of unique crossfires I hope to see in person. I am unfit to "help" as my knowledge is limited (still a newb) but I wish you luck and cant wait to see how this beast turns out.

Respectfully,
Josh

 

No problem and believe me, I get excitement. I can go long periods without posting then get excited and post 6 times a day!

 

I can relate. Me last year at this time....

(A heated garage is the only thing that got me through)







Kind of sucks when you are 90% there with the one you have and then, in an instant, it is gone. But as you said, through the good graces of our Lord, no one was hurt too badly. Good luck my friend, I have no doubt this next one will be even better than the last...

Edit: sorry about the minor thread jack, Web, didn't think you would mind too much, if you do, I will remove everything.

 

More numbers on all the clutches:

Hello, I hope all is well. Sorry for the delay in my response. Please see
the stage clutch and the torque capacity
below:

SE711=265
SE712=300
SE713h=340
SE713=365
SE713+=425
SE714=365
SE715=515

**Number in foot pounds of TQ

 

Hmm I have loved reading and following the thread. I apologize that those of us excited about your and our ventures have hijacked your thread as you say. I took it as we are all excited and that many of us are going to use your work to better improve our own cars in different ways.

I mean you turned me onto the SPEC clutch and if in turn you did not want me to post the info I found out about that on here I apologize and will move it if you would like.

Again great work on the car and your progress has been exciting.

 

No worries, you guys are fine.

 

You sure had me fooled. I really thought that's where you were going with all your hard work on this. I've really enjoyed following your great project and was excited for the N/A owners(I'm happy w/ my modded 6). Maybe Speedriven, Needswings, or Eurocharged could bring this to market; with your paid help? This is just too great to not get out there to the power hungry, lol. Again, my compliments to the incredible work so far, and your sharing along the way.

 

I do have my ups and downs with it but I have been there, done that, before. If I was at home full time or opened a full time shop that would be different. In all honesty, each customer you get with a kit is like adding another wife. You have to be there when they call, available anytime day or night, and as the number goes up so does the number of people placing demands on you. Even the best customer and crowd start to infringe on your everyday life and get between you and your wife and/or your kids. The money you make in comparison just isn't worth it when all is said and done it turns your passion into a chore. It also gets very hard with B2B relationships when the market is slow and everyone is counting on you for orders to keep their numbers up. Overall, it is a lot of stress to deal with on top of a stressful job, working on my degree, spending time with the family, a mother fighting cancer, etc. That said, I'd love to see one of the guys "in the business" wanting to put this on some vehicles!!!

 

You've definitely got your priorities right. Knowing now all that you had/have going on and still tackling this is just amazing. Good luck w/ all. You deserve a reprieve,lol.

 

Well, she lives. After plugging in the SRT-6 ECU it ran just find around the block and on a short test drive. I did notice however that my IAT's were way off. So I picked up a GM IAT and tried it out. It was off by several degrees so I cut the thermistor out of the stock maf and soldered it in place of the GM thermistor. It was still off but by much less so I added a 3.9k 1/4 watt resistor and got it to within 7 degrees! I need to try a 3k resistor as I think it will be close to perfect.

I used the GM sensor because it is threaded and an easy fix; drill, tap, connect into one of my IC pipes post IC. The SRT-6 sensor is teeny tiny and a plug-in. I wasn't going to fool with trying to make a flange or other to go that route.

Problem solved.

Next, I used the DAS to double check fault codes and found one in the transmission for minor slippage in 2nd. I think that was probably from the early days when I pushed it a few times and not recent. I left the O2 wiring as is and she runs perfect with no error codes telling me they are connected wrong.

Next up, SC clutch and IC pump. I added a relay to the circuit for my IC pump and ran a control wire to the ECU - problem solved. Better yet, the pump doesn't come on when parked with the accessories on; great for the Drive-In

I wired the N/A short runner solenoid to the SC clutch on the ECU and it passed all tests.

I then took her for a test drive and ran her up to 5 psi with all fault codes cleared. The first time was smooth, the second time in 3rd gear I got spanked back down with a BAS, ESP light. I came back and had a really weird fault code - P207C (P0660) - SC Malfunction. Rudy and I had talked that the short runner solenoid might not trip a code while testing but it might not offer enough resistance over time and he suggested trying a 50 ohm - 10 watt resistor.

I cleared the codes and wired in the resistor - problem seems to be solved.

Tonight I ran her up to 5 psi twice and my knock sensor went off each time so I pulled out of it. It looks like I am running a little lean. However, before trying to add fuel via the AEM, I'm going to connect a boost signal to my fuel pump and see what happens. The line is already run, it is just a matter of making the connection once again. I don't remember from early on if this lowered the fuel pressure while in vacuum so I will have to double check. It would be awesome if this alone gives me what i need, but if not, I'll just tune her up with the AEM and be done. If I go that route, I'll first switch my crank position sensor wires for shielded.

To recap - ways to address differences in ECUs to date:

1). Wire a 50 OHM - 10 watt resistor between the terminals of the short runner solenoid, switch the wires at the ECU and drop the resistor under the intake manifold. I almost gorgot. I had to add a pin#1 to C1 on the ECU connector as it is absent fromt the NA wiring harness.

2). Relay to IC pump and control wire to ECU

3). Depending on your configuration, new IAT sensor and short pipe in plumbing to install

4). I had to clip C3 - pin 12 and relocate it to C3 - pin 9 (sensor ground) as pin 12 on the SRT-6 ecu isn't used.

5). I didn't run a wire to the alternator or double check if it was already there but no worries so far.

6). So far so Good! Overall, the most trouble it has been is toying around with the IAT sensor.

 

Great Work!!

 

Just trying to clarify, you used the runner solenoid to fool the SRT6 ECU into thinking it had the SC clutch connected, but ended up using a 50ohm 10watt resistor instead?

 

Exactly. You can run your own wires or use those left behind by the short runner solenoid and change the ends at the ecu. There is no short runner control in the srt-6 ecu.

 

There is evidence on MB.net that the SC clutch control is actually PWM to allow slippage at different RPMs. Could be why the solenoid couldn't take it. Great work Web3.0!

 

Once my excitement abated, I got to thinking seriously about next steps involving the AEM. Previously my mind went off on a tangent that with our dual spark plug design we were running overall lower timing and the srt has higher boost, higher AFRs, and higher IATs, yada yada. Not to mention my thoughts on the increased sensitivity of our knock control system. The flaw in my thinking is simple. No matter what, they are still the same motor and the spark curves are going to be relative. The SRT-6's lower compression and the subsequent increase in spark is most definitely going to need to be pulled as load for load we are talking several degrees of advance across the entire powerband. I surely don't want to waste expensive gas running low AFR's as well as risk burning up my stock cats to try and compensate. Instead of trying "other" options and/or tricks, I'm probably much better off sticking with the AEM on top of the Srt-6 ECU.

That said, I'm going to hold off a bit until I can bolster the AEM and address my concerns with my connection issues. I also went ahead and picked up an Srt-6 IAT sensor. I decided that I can make it work with a slight change to the ic tube I made.