Also do you have the cal from the previous motor, or logs from the previous motor.

Here is a log from one of my motors, when I let someone else run it. This is why I am very careful who I let touch my car.

Car made 640whp knocking all over the place.



You should always ECU log on a series 1 if you are doing HP tuning. You should also always log Knock RAW and Knock Volts at the fastest setting.

 

Unfortunately I do not have any logs or the .cal from the first time the motor melted down.

 

What a great thread there! Who know that the HKS Intake Manifold ruled so much? Porting a stock Throttle body to 65MM adds 8 WHP too. David is the best and has done the most for the 4G63 period.

 

I totally agree with everyone about the detonation. Question I have is what is your fuel pressure under these test conditions. So many people blame lots on the innocent and have never looked at fuel pressure. Also have you fitted a decompression plate/head gasket as they are also known to cause detonation due to alteration of the burn rate. Enough fuel and not too much timing any engine can take a heap of boost. I have found some engines as they run out of fuel they start leaning out on the cylinder away from the fuel input end first. No fuel on a cylinder is a bonus as it helps cool the cylinder but either side of that is a recipe for disaster.

 

The underlined statement is exactly the OPPOSITE of the truth.

 

Base fuel pressure is set at 45 psi, it is a 1:1 ratio with boost I verified while on the dyno that the fuel pressure was keeping up with boost.

 

Not correct no fuel to a cylinder will cool the cylinder. If you have no fuel to burn you produce no power hence no heat!
Ford made a model that did just that. The demo was to remove all coolant and the engine began cutting cylinders out in turn to keep the engine to a safer temp.
However either side is as I said a recipe for disaster particularly in a turbocharged car. Reduced fuel can mean instant dismissal for our beloved engines.

 

I don't care about Ford's "model" that did whatever you say it did....I can cool myself with a fan sitting in my house on a hot day, too. So what?

This is the real world and we are talking about a Mitsubishi Evolution. This is a turbocharged car. If you blow a bunch of boost (air) into the cylinder, combine that with a bunch of ignition timing without giving it enough fuel it gets HOT, not COLD. That's why it will melt stuff when you do this. My experience has been that stuff melts when it gets too hot... Maybe your experience is different?

Fuel cools the cylinder and that's a fact.

Of course you can over-fuel a cylinder and damage it... But that doesn't seem to be what this guy's problem is in this thread. Somebody leaned on this engine with either too much timing, not enough fuel, too much boost without fuel, etc....

 

He said NO fuel, not NOT ENOUGH fuel. To repeat what he said, no fuel means no combustion which means no heat.

 

I am the only one who has given a clue to the problem here. That no 4 cylinder was waay richer than the other 3.. the black exhaust valve is very clear as well as the head is fuel washed clean from deposits. yes there was detonation on that cylinder but its because it was waay too rich.

so you need to figure out why that injector went rich. injector stuck open for some reason. looking at logs wont help. this is a mechanical issue.

rich and lean both cool the cylinder. rich cools it because fuel absorbs heat. lean cools it because of lack of combustion heat. like 17/1 and leaner.

 

Let me guess. FIC 1650s?

 

OK we all agree its detonation. We also agree that lean fuel mixture (except 1) and advanced timing will cause this problem. Could it be that because of engine/car design that this cylinder runs hotter than the rest. I would have a good look at the timing map, log the car and if it's pinging pull about 5 degrees out around the problem area.
Looking at the combustion chamber after the event might not be the best indicator because its been running with the problem developing. I know from experience that with a turbo engine failure happens quiet fast. Sometimes within seconds but how long did it take to fail.

 

I had a set of FIC 2150's on the car, both times. It ran great both times then within seconds and no indication poof smoking like crazy both times.

It is hard to believe that it is the tune as I had two reputable tuners tune the car but given the review of the logs, the failure and not finding any mechanical deficiencies I can not see any other reason.

I sent my AEM EMS off to AEM to be tested and will continue to check what I can. But when I get the car back together and started up again I will definitely be pulling some timing out and very very careful and cautious.

I hope something turns up as faulty so we can put this issue to bed but at this point it is looking like a tuning issue.

 

I have seen more hurt engines from poor tunes than most can imagine. I dont have time to type a 2000 word essay. But I assure you you have a mechanical issue that cant be tuned out. you would need four widebands or four EGT to see what I clearly see from that cylinder head. tuning the factory ECU tunes all for cylinders together. it has no way of knowing one cylinder is off mixture wise. the wideband is sampling after the turbo. any off mixture of one cylinder is blended with the other three. the coloring of the cylinder head is very clear. I am 100% on on my diagnosis. it would simply be dumb to put another engine together without finding the problem. it will just end up like the other two.

 

+1.