Nippy,
Sorry for the bad news, you don't need to change computers. I feared the results you were going to find. I like motec better but AEM will work fine. I feel 95 % of your problems were not injection related. These will be seen when it is torn down and Rothsport does good work, Mirage is also good. To answer your question on the 3.0 build for durability you can go to a 3.5 with excellent results. I do not like to go past 98mm on the cylinder and a 964 or GTt3 crank for the 76.4mm stroke. With a 3.0 euro head and larger intake valve radian cut you can make about 90 hp per liter. easy 315 hp maybe better depending on cams. I have lots of new parts in stock if you would like some components and I work with Jeff often if you choose Rothsport. Sorry for the bad experience and I have been in your situation twice many years ago. William Knight
knightrace@mac.com is my email

Ah man, I feel for you mate...I'm just completing Build#2 myself after having a similarly bad diagnosis on Build#1....it's absolutely gutting, with that horrid sinking feeling.

Although I've not used AEM myself (and I did swap from MBE to Syvecs on Build#2), I agree with the other guys here, AEM is a very proven setup; Chris at TurboKraft uses AEM as his go-to computer, and of course is a big fan of the Infinity unit....another tuner with a huge rep and big HP engines. The reason I swapped was tuner related and also needing more inputs/drives than I had available on the MBE; in terms of it being a computer to time squirts'n'bangs, it was fine.

Not sure how AEM handles inductive v hall effect crank sensors, it may well be able to handle both with a setting in the SW, but if it's like my old computer, it's either one or the other, determined at a HW level....you didn't use the wrong type, did you? (just picking up on comments above about timing issues)

Likewise, no issues here. The Infinity is a great ECU.

Go and see William/Knightrace

Always makes time to speak to you, even when across several time zones.

My build which William designed and supplied cams for, has been delayed for unrelated reasons here in uk - I’m looking forward to great things shortly.

We will be firing up an AEM Infinity twin plugged 3.4 shortly... It is a good ECU. The ECU doesn't care if the cylinders are flat, V or all in a line.

Cheers

Please post information when and as you get it. I am moving forward on my project as fast as I can, it is a 3.4 with PMO ITB's, twin plugged, DC35 cams, SSI's or the new larger bore equivalents, love to learn from your experience.

I have not yet picked an engine management system...so still learning.

Plus the unfortunate topic of this thread is also a learning experience for us engine builder guys...

Dennis

I took the ad down as we discovered engine issues. The engine will be pulled and rebuilt bigger and better. Thanks guys for all the help. I will be reaching out to several engine builders for a plan on what to do and how to do it. It still amazes me that it drives like it does and has suffered detonation and is only making 150hp. It sure feels and sounds fine. If I never did the dyno, I wouldn't have noticed lack of power. I will be picking the car up in a few days as I just got back from vacation. Hopefully I can upload the borescope pictures for the curious.

Well tht's ****ty news, was hoping for some sort of bad install externally and a fix, what's the plan now?

Could the gold color you see on the piston heads be from copper anti-seize used to install the spark plugs? Pushing the boroscope into the spark plug holes and past the threads dressed in copper anti-seize might explain this.

Suspect compression and beat up pistons are obviously huge red flags. Curious to see the boroscope photos as well.

Gold color is either thermal barrier coating on the piston crowns, or, if the engine build is still quite fresh, the buildup of carbon on the pistons hasn't built up enough yet.

here ya go if this helps, also got new dyno sheets



http://forums.pelicanparts.com/uploa...1520381708.jpg
http://forums.pelicanparts.com/uploa...1520381708.jpg
http://forums.pelicanparts.com/uploa...1520381708.jpg

Looks like pitting, but then again sometimes borescope pics can be deceptive. Detonation would be consistent with being down on power of course. Sorry to hear of the bad news.

Material looks like the same color as the valve guides. hard to say but it is so far down on power it needs to come apart before it goes boom. I will try and help him any way I can. William

Yeah big thanks to William at KNIGHTRACE for chatting with me on the phone for along time and helping me along with options from here going forward. I got the car home today. Its in limp mode at this point. It doesn't sound the same anymore, its spittin and poppin. So she will remained parked until heart surgery I guess.


New dyno sheet

http://forums.pelicanparts.com/uploa...1520396663.jpg

What were the results of the compression test? You never mentioned. im not sure what those bore scope pics are telling me. I would think you'd want to look for cylinder scoring or broken ring lands. Maybe melted bits of aluminum on the top edges of the pistons.
I'm not convinced something mechanical is wrong yet.

To me after looking at that dyno plot, I sort of think you might have an ignition timing issue. I would get rid of that AEM Engine Position Module and run Rasant's new trigger.

Do you have a laptop with the AEM software on it so you can pull the calibration from the ecu and share it with us?

Yeah that dyno sheet makes no sense. I would almost guess and say cam timing might be seriously off. The borescope pic doesn’t tell me much either.

Way back on page 3

Compression test results were
1 165
2 165
3 172
4 180
5 176
6 182

I was thinking the same thing as pampadori when I saw that dip in the dyno plot. I recall someone else having difficulty with the AEM EPM cutting out around 5000 for a very short time. Maybe your EPM is having a similar problem across a wider RPM range- looks like 3700 to 5700

Any noise in the trigger will cause some crazy running conditions.

Noise has to be the #1 issue in many EFI installs if there is ever an issue to begin with.

+1

There should be a trigger log I'm guessing or you could see it with an oscilloscope.