Motor #1 Back from Tyler Crocket
I went and picked up the first of my engines from Tyler Crocket this past Thursday. I’ll try to keep everything short and to the point, but Tyler came through and got everything straightened out for me. I am really amazed at how much he has learned about the MEFI system in the past few years. When I went to pick up the engines, he sat me down and showed all the calibration tables he had to change in the ECU. It appeared that he knew he his way around the calibration tables quite well, which was a big relief for me.
He also gave me actual dyno results, as apposed to engine builder #1 who gave me nothing for the second dyno tests he supposedly performed
. With the large(r) blower pulley making 6 psi of boost, the engine made 645 hp at 5500 rpm. I have no doubt that the smaller pulley making 9 – 10 psi of boost would yield 700 hp, but I’m going to play things on the “safe” side right now until I am 110% sure everything is worked out. Heck, I might never even need to step up to the smaller pulley… yeah right!!!
Obviously Tyler had to make a few “changes” to these motors since the first build was screwed up so badly. With a fresh set of head gaskets, he started the engine up on the dyno only to notice the oil pressure was about 5 – 10 psi at idle. Supposedly the distributor height was waaay off resulting in low oil pressure up in the valve train. Tyler had to machine some material off the block in order to get the distributor height correct. He also installed a high volume oil pump in place of the stock Mer Cruiser part. This brought the idle oil PSI up to about 60 – 65 psi.
Next, he started running the engine under partial loads just to see how the mixture was. At idle, the mixture was around 12.0 : 1 (rich). As soon as any load was placed, the mixture would drop to about 14.0 : 1 (lean) and steadily lean out as more and more load was placed on the engine. Tyler said he stopped loading the engine (which was about 50% load) when he saw 16.0 : 1 on the A/F meter (piston melting lean).
To make for better drivability, Tyler added a 2 bar MAP sensor and recalibrated the ECU to accommodate for the new sensor parameters. He also changed about every single portion of the fuel map. At idle, he finally wound up with 13.5 : 1 and at WOT he was averaging about 11.0 : 1.
This is where the engine should have been from day one. My main questions still remain:
Why was the Whipple ECU reflash so incredibly lean?
Why was this issue not red flagged by the original engine builder as a potential catastrophic failure?
Anyway, I had Dadinator drop off engine #2 on Friday at Tyler’s place. It took Tyler about two weeks to get engine number 1 straightened out. I would imagine the second engine should go a little quicker.
Here’s the numbers from one of the dyno runs:
I went and picked up the first of my engines from Tyler Crocket this past Thursday. I’ll try to keep everything short and to the point, but Tyler came through and got everything straightened out for me. I am really amazed at how much he has learned about the MEFI system in the past few years. When I went to pick up the engines, he sat me down and showed all the calibration tables he had to change in the ECU. It appeared that he knew he his way around the calibration tables quite well, which was a big relief for me.
He also gave me actual dyno results, as apposed to engine builder #1 who gave me nothing for the second dyno tests he supposedly performed
. With the large(r) blower pulley making 6 psi of boost, the engine made 645 hp at 5500 rpm. I have no doubt that the smaller pulley making 9 – 10 psi of boost would yield 700 hp, but I’m going to play things on the “safe” side right now until I am 110% sure everything is worked out. Heck, I might never even need to step up to the smaller pulley… yeah right!!!Obviously Tyler had to make a few “changes” to these motors since the first build was screwed up so badly. With a fresh set of head gaskets, he started the engine up on the dyno only to notice the oil pressure was about 5 – 10 psi at idle. Supposedly the distributor height was waaay off resulting in low oil pressure up in the valve train. Tyler had to machine some material off the block in order to get the distributor height correct. He also installed a high volume oil pump in place of the stock Mer Cruiser part. This brought the idle oil PSI up to about 60 – 65 psi.
Next, he started running the engine under partial loads just to see how the mixture was. At idle, the mixture was around 12.0 : 1 (rich). As soon as any load was placed, the mixture would drop to about 14.0 : 1 (lean) and steadily lean out as more and more load was placed on the engine. Tyler said he stopped loading the engine (which was about 50% load) when he saw 16.0 : 1 on the A/F meter (piston melting lean).
To make for better drivability, Tyler added a 2 bar MAP sensor and recalibrated the ECU to accommodate for the new sensor parameters. He also changed about every single portion of the fuel map. At idle, he finally wound up with 13.5 : 1 and at WOT he was averaging about 11.0 : 1.
This is where the engine should have been from day one. My main questions still remain:
Why was the Whipple ECU reflash so incredibly lean?
Why was this issue not red flagged by the original engine builder as a potential catastrophic failure?
Anyway, I had Dadinator drop off engine #2 on Friday at Tyler’s place. It took Tyler about two weeks to get engine number 1 straightened out. I would imagine the second engine should go a little quicker.
Here’s the numbers from one of the dyno runs:
