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GD3 Rotrex Build

  #1  
Old 01-30-2016, 11:05 PM
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GD3 Twin Rotrex Build

Builder: JK Motorsports in CT. They are on FB and will likely be posting pics as we go in the weeks to come.

The Plan: bring the C15-60 to its max impeller speed which supports 240 hp.

The Goods:
- CSS block. Decked and bored to 73.5mm
- Crower rods.
- custom CP pistons. 10:0 compression.
- rotation assembly balanced.
- ARP head studs.
- ARP main studs.
- custom head gasket by JK Motorsports.
- CAT cam valve springs and retainers
- custom camshaft grind by JK Motorsports.
- head will be ported and polished by JK Motorsports.
- custom pulley to bring the boost to 18-20 psi or whatever the max boost is. Not sure. They will be contacting Rotrex.
- upgraded injectors. Not sure how big yet.
- Hondata MAP sensor.
- EvoX fuel pump.
- MFactory LSD
- MFactory close ratio transmission gears.
- possible a Willwood 6 piston brake kit if I am not over budget.

Waiting for a final date to drop off the car. They have been doing research for the past week on the engine and what is available.

They want to be close to max boost at 5k rpm!!! I am gonna have a big smile on my face this summer
 

Last edited by leonine; 03-19-2016 at 08:20 PM.
  #2  
Old 01-31-2016, 11:53 PM
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according to the compressor map for the c15-60, running 20psi of boost will put right at the cutting edge of this supercharger. On the rotrex technical data sheet it says 150k rpm is the limited speed (as far as destruction or their warrented safe zone I'm not sure) with a max flow of 0.18kg/s or 24lbs/min.

I think it would be wise to consider the c38-64, which you will need a PR of 2.35 and a flow rate of 0.18kg/s will keep you on the tip of the 68% efficiency island. It also would allow you to grow in power in the future if you so choose.

with 240hp as a goal I would look at rdx injectors.

on an interesting side note, the new turbo civic runs 170hp on the stock motor.

So from an engineering stand point, the internals from that motor should hold up to 280tq with a decent safety margin.

Just a thought if you are looking to save some costs and keep oem engineered reliability.

Cant wait to see the build unfold.
 

Last edited by kylerwho; 02-01-2016 at 12:12 AM.
  #3  
Old 02-01-2016, 11:43 PM
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Yeah when they told me how much boost they were planning I almost fell off my chair. I don't think a bigger rotrex would fit in the same location. There is barely clearance with the header as is unfortunately.

The whole CSS process was really cool to learn about. I did get a quote from Golden Eagle to sleeve the block for 1400 but I think this will be plenty for what I am doing and I won't have to wait for turnaround as they do it all there.

Hoping the Hondata map sensor works. They don't list one on there site but I heard that the K series one will work for the L15. I hope that is true...
 
  #4  
Old 02-02-2016, 10:50 PM
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The flashpro will recognize a gm style map sensor so the hondata one should work as long as you correct the voltage input.

Boost psi has lost any meaning to me, cfm or lbs/min are the numbers you really want to pay attention to.

As for the compressor you want to use, I think you will fail a few of them due to the constant running them at their operating max. It would really be in your benefit to go with the next bigger size. Then have the shop build you a decent long tube 4-2-1 header to really help the power band and create more room for you.
 
  #5  
Old 02-02-2016, 11:33 PM
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All good advice thanks.

I actually have 2 c15-60 units so maybe they remove the a/c and fab another bracket. Now that would be insane.

We shall see how it goes still waiting to hear from them for a drop off date...
 
  #6  
Old 02-03-2016, 08:36 PM
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Yeah, be sure and take plenty of pictures and keep things updated.

I cant wait to see it built and see a dyno chart.
 
  #7  
Old 02-05-2016, 06:55 PM
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The C15-60 will be at its limit around 12 psi. If you get it to go to 18-20, you will be over spinning the unit tremendously.

Also, I would leave the stock compression.
 

Last edited by JDMchris.com; 02-05-2016 at 07:00 PM.
  #8  
Old 02-12-2016, 12:14 AM
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Originally Posted by JDMchris.com View Post
The C15-60 will be at its limit around 12 psi. If you get it to go to 18-20, you will be over spinning the unit tremendously.

Also, I would leave the stock compression.

http://www.google.com/url?sa=t&rct=j...e-l_Zk5Kt_7pLg


Did that statement come directly from Oscar Sr./Jr.? Do tell...


The link above seems to state otherwise. The pulley that comes with the KWSC is 100m. I measured the new one and the old one. same size. The documentation from Rotrex states it will accept from 70-90mm.


But either way they will be contacting Rotrex directly to ensure it is within tolerance. Hopefully next week i'm tired of waiting already.
 

Last edited by leonine; 02-12-2016 at 12:26 AM.
  #9  
Old 02-12-2016, 10:58 AM
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does anyone know the stock crank pulley diameter? too cold to get under there and measure.
 
  #10  
Old 02-12-2016, 02:18 PM
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Looks like JDMChris is correct. Even estimating the crank pulley size and doing the calculations it seems that I am at my limit with the current pulley.


 
  #11  
Old 02-15-2016, 08:45 PM
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Thursday drop off!!!
 
  #12  
Old 02-18-2016, 06:51 PM
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Long road ahead...but the good news is...

I am having twins!!!!

They are going to reverse engineer the head. Goal is 300 whp. We shall see how close I get.

Edit: and I am keeping the a/c. Wrap your mind around that
 
  #13  
Old 02-18-2016, 07:17 PM
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Twins is a broad statement. Twin cam head, twin supercharger, twin turbo, or twin charger meaning turbo feeding supercharger?
 
  #14  
Old 02-18-2016, 10:04 PM
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Twin supercharger. Stacked on top of each other. Custom headers will be made for clearance.

No more weapon r manifold either. They will build one.

Possibly modify the existing intercooler for air to water also.

He is potentially looking to make a kit out of it if all goes well.
 
  #15  
Old 02-19-2016, 04:55 PM
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Basline numbers with the current kit are 167.2whp @ 9psi on a mustang dyno.
 
  #16  
Old 02-19-2016, 07:14 PM
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Two thoughts..
I've worked on the side in the racing HP car industry for a long time,, be careful that you don't finance their development project buying new toys.. Lot of tuner shops get carried away if the customer is too easy going. Ive seen guys get caught up in the process and find themselves with $40K engines in their daily driver.. Make sure they own the wear and tear on your car, dyno runs beat the crap out of the engine after a while.

Wondering how any dual SC unit will be financially economical. they are $1200 ish each bare plus the plumbing.. Also if space is a concern a bigger single has to be easier to plumb and manage. The Eatons are not that big An Eaton/Magnesun MP45 will handle a 2.4 liter engine.. The MP62 will handle a 4.0 Less parts = more reliability. 5"x8"x9 inches long. (Depending on model.. )

Cant wait to see what they come up with..
 
  #17  
Old 02-19-2016, 10:45 PM
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The agreed budget was nowhere near what you mentioned thankfully and no plans on going there

As far as a kit is concerned I think he was thinking about a previous customer who brought him 4 fits (rally sport) on a trailer for work.

I wanted to do something different. Hopefully it goes smoothly...
 
  #18  
Old 02-20-2016, 05:05 PM
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Can you post the dyne plot from your base line?

I always thought running a turbo feeding the rotex would be the best option.

power would be linear and the torque would build a great platfrom shape.
 
  #19  
Old 02-22-2016, 10:11 AM
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dyno numbers attached.
 
Attached Thumbnails GD3 Rotrex Build-imag2537.jpg  
  #20  
Old 02-23-2016, 10:37 PM
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This looks really interesting, good luck with it!
 

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