Ive found out that with a carb that this is easy. I just dont have the rods and crank for it. I had a MpI intake and tb at that time and wanted to get started. Then I sent the manifold to Tomcat for an Rtech mockup and thats where it ended. Now I have 2 toys that need EFI! I was thinking about using a Megasquirt on my car and if it works maybe on my boat. Anyone reading this ever use one?

:d :d :d

hp junkie, sweet, long time no hear!

My Dad has a 540 being built for him right now that made 1000 hp with 8 psi boost. It is under 540 Rage in the Nordic forum, I would post the url but have not reached 15 posts yet and cannot It is going in his 2005 Nordic Rage. There is a video of the dyno run on this thread as well. The engine was built by bobl who posted on here earlier.

[QUOTE=HPJunkie;2087800]Ive found out that with a carb that this is easy. I just dont have the rods and crank for it. I had a MpI intake and tb at that time and wanted to get started. Then I sent the manifold to Tomcat for an Rtech mockup and thats where it ended. Now I have 2 toys that need EFI! I was thinking about using a Megasquirt on my car and if it works maybe on my boat. Anyone reading this ever use one?[/QUOT
E]

Dik tryce (mr gagdets) has a megasquirt on his checkmate,Smitty

I think you had better buy some 1/4 inch alloy plate and very carefully cut it with jig saw and fit it under the engine. Make sure you cover all the fiberglass under the engine without leaving any gaps. That way when the engine grenades a few seconds after you hit full throttle on your first run, you wont send the by now white hot crank and rotating assembly completly through the bottom of the boat. The alloy plate should limit the damage enough to keep you afloat long enough to get back to the ramp so long as you are not to far offshore. Good luck. Jas

Im not goin for 1k. I dont have the internals for it. My original post was to determine that if I spent the money on the mercruiser MPI unit that it would supprot the extra HP. I didnt want to buy efi stuff twice. But I hear ya!

LOL :D I started reading your post thinking where in the he|| is there another 1000+HP 540 that in a Rage, or that you were making it up until I realized who you were! Hi Brian! :D

Here's the video of the 540 on the dyno bobl built for TXInstigators Rage. He was able to get boost down just enough to get HP down to about 915 which is how it went back in the boat.

Video of the Procharged 540.

Down in this thread he posted the dyno sheet after the 3rd pulley finally got boost down.

I LOVE it! Which procharger is that? m-2, m-3 m-4?

It's an M-3 He is running around 6 psi of boost now and actually hit around 925 hp at 5600 RPM Motor is designed to top out at 6000, the Dyno was having a problem loading the motor so they were not able to get that high. BTW I live Vicariously half way across the country through my Dad's Boat LOL. Hey Jim how's it going have you made it out on the lake yet, I know you guys have had a couple of nice weekends.

Nice video. Your neighbors must really love you. You have a great setup for a clamp-on muffler shoot-out. Looking at HP loss and noise reduction.

The merc mpi stuff with some modification will do quite alot,I proved it 2 years ago on Crocketts dyno. I didn't wan't to buy all new efi stuff either so I worked with what I had. I'm taking it 1 step further this year with a full port job to the manifold on top of the work I have already done and a modified throttle body. I used 60 lb high impedance injectors with a boost referencing regulator and a voltage booster to the fuel pump plus home built twin rails for the fuel injection,Smitty

I also bought a spare mefi3 and I'm going to dyno motor N/A to see how much power its making on its own as I'm contemplating offering some of these modifications thru my business,Smitty

smitty thats cool so your still running that setup? I was unsure about the manifold because of the port size where they meet the heads. The pressure must overcome that restriction. How much fuel pressure are you running with those 63# injectors? I did dyno my motor before the blower and it made 556 hp at 5500 10.9:1 mix (rich) with 8.25 pistons. maybe I should consider that intake.? What were you able to produce?

Searay Jim nice video, I'll bet your neighbors love you! Nice touch with the exhaust tips.:D

It's not mine! :D It's Full Throttle Marine(owed by member "bobl") just outside Austin.

He's got the fastest sounding shop around! :drink:

I'm still running this set-up,made 944 hp at 5600/962 ft lbs tq at 4700 on crocketts dyno 2 years ago with less than 3% correction factor and cmi headers.Other than comp cams rocker nuts cracking and backing off 3 times causing valve train problems (arp nuts fixed that and I'm going to t&d shaft rockers this time) and my procharger m3sc head unit having a bearing fail after 6 years (I guess I should have had it rebuilt before that happened) my motor has ran pretty reliable for 2 seasons/114 hours. The ports on the afr heads I'm running are bigger than the manifold runners,well let me re-state that,I opened up the intake ports to match the afr's and cut down the plenum/dividers/runners to match the intake manifold. I also blended my work into the intake ports BUT did not full port the intake all the way thru as I am not a full out head porter. My next step this year while freshening the motor is as follows: Std stuff on the bottom end (new rod bolts,brgs,oil pump,rings,re-coat pistons at swain tech,clean everything,inspect for cracks),having my afr heads flowed in a "as ran" condition to see what they were flowing previously,then bolt my modified intake on and see what kind of flow drop it causes,bolt on a stock intake,see what kind of flow drop it causes,then my intake is being professionally ported,then bolted back on the heads to see what kind of flow drop happens,heads cleaned up ever so slightly to optimize flow ( I don't buy this crap that the exhaust ports fall way short of whats advertised on the afr's so I'm NOT having the ports redesigned/ruined,just very lightly massaged enough to take out any obstructions caused by the cnc process) then reflowed by them selves and with a stock then the modified intake. I'm also having a spare throttle body modified to try in back to back testing on the dyno. I am then dynoing the motor N/A to see what kid of power it makes on its own,with and w/o the modied throttle body. I might bolt the stock intake on too just to see what that does. Then I'm putting the belt on the blower and going to dyno tune it with the stock then modified throttle body. If the manifold and throttle body offer much gain I may have the spare untouched manifold full out ported then digitized for a cnc program. My goal is to keep all the hp and tq I had previously but stretch the power band out slightly higher with a little more top end hp (maybe 945 instead of 944:evilb: ). Rm builder is working closely with me on this with cam design and other technical support,Smitty

Fuel pressure-I'm running 60 lb injectors at 45 psi idle and light cruising,75 psi under full boost (usually see 10 psi at wot). I'm using the bigger aeromotive fuel pump and I also use a kenne bell voltage booster that bumps fuel pump voltage up to 15.5-16 volts at 4-5 psi. If I remember Tyler still had a little more left in the fuel tables he could add to my injectors,seems like we were around 75-85%,Smitty

For anyone reading my info I have posted on this thread to clear up any confusion here are some facts on my motor (I have been contacted by a few people wondering how a 502 made this kind of power). The motor is a 540,not a 502,I'm using a aftermarket merlin 2 block,everything is studed,the heads are afr 315 cnc's,very good 4340 sreel crank,14 qt pan,top notch oil system with large cooler,billet filter and block oil adapters with all -12 oil lines,ultimate duty hrc rods, regular j/e dished blower pistons (not srps) coated at swaintech,billet flywheel,ati super dampner,m-3sc procharger turning just about 55,000 rpm's at engines red-line plus the efi modifications I mentioned previously. When I first took it to Crocketts dyno I told him RM builder figured it should make 950 hp,I could tell he really didn't believe me,he said it was going to be hard to make much more than 800 hp because of the mpi top end stuff and procharger( he prefers whipple chargers or roots type blowers).When he first started mapping the ecu and doing pulls to 4800 and we made over 900 ft lbs of tq it got his attention and everyone in his shop gathered around at that point to watch,it was pretty cool. Here is one of the early dyno sheets from the 4800 rpm pulls before we got the fuel and timing perfect,Smitty

Nice combo!
Centrificals make power look at what KE is using now.

I just made 1115 hp/1037 ft lbs of tq blowing thru a modified 502 mpi top end with a m3sc procharger on my 540 on Tyler Crocketts dyno,Smitty

Holy cow Smitty thats awesome! How much boost were you ruinning? I have been running 30 deg of timing . what were you running? did you try any other timing settings in the interest of power?

it was at 33 degrees under boost,my motor is 8.22-1 and has aluminum heads plus ceramic coating on top of the pistons. we didn't try any more timing but I can set my base timing up from 8 to 10 degrees to get more overall. We really should have bumped the base up to 10 for one last pull just to make some crazy numbers but I didn't think of it at that point. The 1115 was at 13 psi of boost,the 1057 was at 11-11.5,the 1037 was at 10 psi,Smitty

Sounds like a lot of timing.
What fuel are you using?

93 octane on the 1037/1057 hp pulls,20% 110 mixed with 80% 93 for safety margin on the 1115hp pull.The motor is 8.22-1 and has ceramic thermal barrier coated pistons/aluminum heads so it can take more boost on the same octane compared to the typical stock piston 8.75-1 blower motor,Smitty

Smitty, what were the cam specs on that motor?
Please see my post here regarding cam selection. Thanks, Greg

Greg ,it is a hydraulic roller in the 240 at .050 range with .650 lift on a 114 icl,for exact specs you would have to talk to bob madera/rm builder 585-654-8583. It was a custom cam/valve spring package he profiled to my exact application. You might want to think about having him spec out your cam as he is very good at using all the application specific information you can provide to have a cam ground that is going to come as close to possible at meeting your goals,Smitty

Hey smitty, Hows it runnin? Good I hope. I have a question for ya. I have been logging with an LM1 and I get a lot of lean spikes on the graph. I mean a lot. someone said those are misses showing up as oxygen and therefore lean. I get them at all speeds. It makes it kinda hard to read the true mixture. I am wondering about my plug gap. I have an MSD and the plugs are set at .035. NGK -7 plugs new wires cap and rotor as well. I cant hear a miss, The boat ran 92 with 3 people and gas and cooler saturday. Would a bigger gap maybe help? I read an article in HOtboat this weekend about a blown sanger or something they took out of storage after 17 years cleaned it up and set the plugs at 045 and ran it? I was initally thinking 030. Any thoughts from you or others would be good! Thanks greg

Smitty, If you were to build it again from scratch would you do anything different? Different componets? Anything? Up the compression? Intake?

So far I'm pretty happy with the overall package,using a mpi intake is a losing battle though,I'm sure if you were looking for all out hp you could do better with a conventional intake and throttle bodie. I have always used the -20 cc blower pistons which yield around 8.25-1 compression,I'm sure I could make more base power but I like being able to run the extra 1 or 2 lbs more boost on the same 93 octane gas. I don't have any on the water time yet with this package so I can't really give a true answer but I was pretty happy overall 2 years ago with the 944 hp set-up I had built,its biggest problem was the few times I had crappy comp cams rocker nuts split and back off causing valvetrain problems. When I switched to arp nuts I never had another problem with valve train again,I didn't even have the valve covers back off for the second half of the first year or at all last year. To ensure I would have no more problems I switched to T&D shaft rockers,they were a PIA to setup but they seem like they will be real durable,Smitty

I have ran .040 using msd but would stick with .035 even with the msd if your running 10 lbs of boost or more,if your running less I would open them up to .040 and see what happens,you might even go to .045. Smitty

I know Articfriends know this but for others
You will have more max HP with lower compression & more boost on the same octane gas. The only problem is the procharger does not build max boost off idle such as a screw supercharger would. So with lower compression the motor does not have all the power down low. Good part with this is the load on the outdrive is lower at low rpm's