Beretta.net

Glad to see it is an easy fix.  I had no idea they were belt driven inside.  That is nuts.

The supercharger is back together and running.  I am currently breaking in the bearings, they were super stiff.  Supposed to keep RPMs below 3K but 2500 is enough for cruise and to be able to stay ahead of traffic.    There sure is a difference from having no sc!

My current project is to install the new clutch.  This one is a full face fiber/organic with higher pressure plate.  Clutchnet recommended 6 puck/button with solid hub but thought that better wearing sprung full face would be enough.  Weird that this one has 8 pucks on one side and full face on the other.

My centerforce DF is very similar.

Quote (rweatherford @ May 23 2004,07:27)My centerforce DF is very similar.
I was thinking the same thing. Thats lots alot like my centerforde clutch.

at least the belt didnt catch on fire and make a big smoke show.

Hey Norm What's up?

What kind of horsepower and torque numbers is that clutch supposed to hold, and how much did it cost?

The flywheel side has the organic side to keep it from killing the flywheel..the pressure plate gets the segmented side. We've bought a 6puck ceramic clutch for one of my brothers car and after 30+drag runs and 3K miles...when the gasket went...we tore the engine apart and when we took the flywheel apart...the clutch had eaten up the flywheel and pressure plate. The verry high friction eats up metal badly. You don't have to worry about that with that clutch.
Let us know how it goes.

So far ...it's been awasome!

spacecadetz26, some of the belt had pulverized itself near the bearings as I drove on it a few days after it broke.  This might explain why the bearings were getting sloppy.  Besides it is Kevlar.

I-GOT-BOOST, they don't rate them as they should not.  There are too many variables like the car's weight and the torque mulitplier changes with gearing.  This is why we dyno in gear ratio close to 1:1 on a chasis dyno.  The clutch plate, pressure plate, and TO, were $395.  Though I do know that it has held on a turbo 2.9 turbo and another with a turbo 3.4 DOHC.  Both with manual trans. and run low 13s @ 110+ and happy owners.

Thanks for the insight TurboGTU!

Thanks for the info Norm. I'm trying to decide what clutch I should upgrade to, but can't make up my mind. I am thinking about the stage 4 clutchmaster, but it is $545 + taxes and shipping, which is why I asked you about yours. The guy at clutchmaster said the stage 4 is supposed to hold 472 hp and 412 lbs of torque. Let my know how yours holds up after you start to abuse it!
Good luck!

Hey Norm.  Quick fuel question.

Have you notice your car taking more fuel at higher MPH than the same RPM at lower MPH at the same MAP.

Say 2nd gear vs 4th?  I'm curious if this is a turbo/load thing or just the IC working better and I need to adjust my MAT compensation.

Rex, your asking if my injector duty cycle/VE is different for the same MAP/RPM regardless of gear?  I tune off of one 2D map/grid for cruise, acceleration, and deceleration.  Unlike OE applications that have lean cruise it depends on RPM/MAP where I am on the 2D map/grid, probably like most programmable ECUs.  Since the boost is driven from the crank on the supercharger it should be the same in all gears.  Though it is common in force inducted cars that they rev faster in lower gears than the turbo or SC can keep up.  In my prior setup I was seeing a consistent 1 psi lost in first gear during data logs at the drag strip.

A side note the processing for Dodge Hemi, due to its cylinder deactivation, has more RAM than my first PC almost 8 years ago!

Let me elaborate a little.  I think we are on the same page, but our ecu's may be clouding the issue.

I have a VE map based on MAP, RPM and then the VE # goes in the table entries.  This VE # is a multiplier for my base fuel curve, which is just two #'s.

So it might look something like this:



When I data log the oxygen sensor will take some fuel out in lower gears and / or add some in higher gears.  Depends on which gear I take my data from to make my VE table.

If you want to find a copy of my software you can find it here...

http://www.beretta.net/behind_the_wheel/tec/   It is the zip file.  I'm not sure what kind of info is in there.  It's been a long time since I made that zip file.

I wondered if you had noticed your car leaner or richer depending on how fast you were going.

BTW my lower compression motor with smaller cams is asking for more fuel, so my BSFC has gone up I guess.

I am waiting for a new trans. seal to be installed.  It was leaking causing the clutch to slip.

My Powerdyne bearing went after about 30K miles.  It allowed the compressor blades to contact the housing.  A new compressor was around $700.  Powerdyne is selling refurbished units(new belt and four bearings) for $800 plus shipping so I picked one up.  They have more for sale if anyone is interested.  

Specclutch.com

They have many satisfied fiero owners with a lot of power.  Just another sugestion.

Quote (Norm 88GT @ May 26 2004,07:10)Rex, your asking if my injector duty cycle/VE is different for the same MAP/RPM regardless of gear?  I tune off of one 2D map/grid for cruise, acceleration, and deceleration.  Unlike OE applications that have lean cruise it depends on RPM/MAP where I am on the 2D map/grid, probably like most programmable ECUs.  Since the boost is driven from the crank on the supercharger it should be the same in all gears.  Though it is common in force inducted cars that they rev faster in lower gears than the turbo or SC can keep up.  In my prior setup I was seeing a consistent 1 psi lost in first gear during data logs at the drag strip.

A side note the processing for Dodge Hemi, due to its cylinder deactivation, has more RAM than my first PC almost 8 years ago!
I was under the impression that on the OE code the lean cruise option was disabled stock but COULD be enabled by burning your own eprom.  Im pretty sure this is the case in some of the TPI eproms anyway.