Flapjack
Lunatic engine swapper
Most of you know, my 4.0L to 5.4L swap hasn't gone smoothly. In fact, most of my recent problems have been in regards to my engine. After the 3rd failure, I chose to have a builder other than MMR tear down the long block to see what in the world was going on. By this point, I had eliminated any other factors outside of my control (eg: tune). The results of the teardown were a bit eye-opening. I really wasn't sure what to do.
At that point, with the money I had invested in the engine, I decided to write MMR a letter. I was upset, but I didn't know who to be upset with. Was it intentional, a pure accident, or just bad luck? I have to admit, based on the hit or miss nature of how people talk about MMR's service, I really didn't know. Most people either love them or hate them and it's not always apparent why. So what I'd like to do is clear the air over what happened with the engine and what MMR is doing about it.
First, both myself and MMR knew there was something "off" with the valves. The owner Mark himself had sent them back for testing after numerous failures. Though MMR knew something was up with the valves, the staff at the time was concerned with getting my engine back quickly, since they had it for so long. It is this need for haste that was probably what doomed the engine to fail again. Though most engines are inspected by Mark or his engine builder Greg before they leave MMR, my engine slipped under the radar and did not have enough "eyes" on it prior to shipping. The result was the third failure, again due to valves.
After talking with Mark about the results of the diagnosis, he decided to go ahead and replace the short block with a warrantied, MMR-built engine. I agree that this was the right thing to do and am very happy MMR is still supporting the build, even with all the hands that have been on the engine. I've decided after, long consideration, to stay with stock heads. While I believe MMR has resolved the problems with the valves, and while the JPC heads are something worth drooling over, I just don't have the money in my budget nor the fortitude to risk another valve dropping into a cylinder. My personal belief is that the heads are an area of the engine that is just not worth playing around with. The HP gain is not worth the risk, IMHO.
So the end result will be an MMR 1000 shortblock, fully warrantied, with stock heads, and twin turbos. I am still looking to net 1000 RWHP, at least on the dyno, as the track will require a built rear end and better tires for the track. As the car's chassis "grows" and I learn to effectively use that power, I will turn up the boost. For now, I am planning on a safe 550-600 RWHP as I break in the turbos, chase leaks, etc...
I think MMR is making a good move here and I applaud their desire to fix this. I would say at this point, both sides have lost money. Mark's decision to fix this will help me get over the heartache (and backache) of R&R'ing the engine 3 times now. It will also help improve MMR's image with the community, which I think is important for any vendor with an Internet presence. I could sit here and curse the past, but in truth, I've learned so much about projects, and planning, and how to approach special builds, not to mention engine building in general. If it wasn't for all I'd been through, I wouldn't have been able to sit down with Mark and spec out how he was going to build the engine.
I have to admit I was really upset about this whole thing and I didn't always handle things the right way. I have learned a LOT. Still, I am glad I pursued this with a cool head. I have received a TON off good advice from the community, especially Todd (Rygen), and I am thankful. Without the support of the "collective" knowledge on the forums, I would probably have handled this differently, or not handled it at all... without giving MMR the chance to make it right.
At that point, with the money I had invested in the engine, I decided to write MMR a letter. I was upset, but I didn't know who to be upset with. Was it intentional, a pure accident, or just bad luck? I have to admit, based on the hit or miss nature of how people talk about MMR's service, I really didn't know. Most people either love them or hate them and it's not always apparent why. So what I'd like to do is clear the air over what happened with the engine and what MMR is doing about it.
First, both myself and MMR knew there was something "off" with the valves. The owner Mark himself had sent them back for testing after numerous failures. Though MMR knew something was up with the valves, the staff at the time was concerned with getting my engine back quickly, since they had it for so long. It is this need for haste that was probably what doomed the engine to fail again. Though most engines are inspected by Mark or his engine builder Greg before they leave MMR, my engine slipped under the radar and did not have enough "eyes" on it prior to shipping. The result was the third failure, again due to valves.
After talking with Mark about the results of the diagnosis, he decided to go ahead and replace the short block with a warrantied, MMR-built engine. I agree that this was the right thing to do and am very happy MMR is still supporting the build, even with all the hands that have been on the engine. I've decided after, long consideration, to stay with stock heads. While I believe MMR has resolved the problems with the valves, and while the JPC heads are something worth drooling over, I just don't have the money in my budget nor the fortitude to risk another valve dropping into a cylinder. My personal belief is that the heads are an area of the engine that is just not worth playing around with. The HP gain is not worth the risk, IMHO.
So the end result will be an MMR 1000 shortblock, fully warrantied, with stock heads, and twin turbos. I am still looking to net 1000 RWHP, at least on the dyno, as the track will require a built rear end and better tires for the track. As the car's chassis "grows" and I learn to effectively use that power, I will turn up the boost. For now, I am planning on a safe 550-600 RWHP as I break in the turbos, chase leaks, etc...
I think MMR is making a good move here and I applaud their desire to fix this. I would say at this point, both sides have lost money. Mark's decision to fix this will help me get over the heartache (and backache) of R&R'ing the engine 3 times now. It will also help improve MMR's image with the community, which I think is important for any vendor with an Internet presence. I could sit here and curse the past, but in truth, I've learned so much about projects, and planning, and how to approach special builds, not to mention engine building in general. If it wasn't for all I'd been through, I wouldn't have been able to sit down with Mark and spec out how he was going to build the engine.
I have to admit I was really upset about this whole thing and I didn't always handle things the right way. I have learned a LOT. Still, I am glad I pursued this with a cool head. I have received a TON off good advice from the community, especially Todd (Rygen), and I am thankful. Without the support of the "collective" knowledge on the forums, I would probably have handled this differently, or not handled it at all... without giving MMR the chance to make it right.
Op glad they are making it right for you.
LOL
