Ctec2 has an electric oil pump. The manual says if you replace the oil pump you need to update the A & B codes for the new oil pump into the ECU. The oil pump has two sets of outputs: A supplies oil to the reed fittings, and B supplies the fuel rail (and keeps the crank center cavity filled for water pump shaft).
These sleds are light on oiling. I've read of many reports of crank bearing failures as sleds approach 2000 miles, and we all know Cat changed the top end design & oiling setup for 2020 onward The injector no longer fires above the piston at low RPM, and the oil fittings near the reeds were moved from the reeds to the case. I'm told this was done for both emissions and longevity by getting oil to the crank bearings more effectively. Looking at the crank and case (same crank '18-'20), they're nearly identical to the old Suzuki, so its not a hard parts difference causing premature failure, but rather lubrication. Suzuki's gulp oil, and live (well, most of the time) so the hardware is stout. To get there on the Ctec, many are adding oil to the fuel. This gets more oil into the motor, but on the '18/'19 that puts the oil on the top side of the piston at lower RPM and does little to nothing to get additional oil onto the crank until higher RPM when the injectors fire through the piston slot. If the pump flow could be bumped up a bit, more oil would be delivered via the reed fittings and lube the bottom end more at all RPM.
On the old BRP Etec 800, there is a single digit oil pump calibration code (1-8 or something) that the dealer programs in when the pump is replaced. If a guy wants more oil out of the OEM pump, using the dealer software to program the ECU with a calibration code 1 value lower than on the pump will do it. If the sled is a pig on oil, changing the cal code 1 higher will trim down oil useage (not recommended). My dealer had no clue about this, but Sled Head Racing clued me in to it, and it works great.
I strongly suspect this can be applied to the Ctec2. Trick the ECU into oiling a little more. The codes for the pumps have codes with 8 digits each. Maybe changing both values by 10% would deliver 10% more (or less) oil across the board. The question: is it like the Etec where you reduce the code value to increase pump flow, or the other way around?
Anyone know for sure?
I realize there is another way to accomplish this, using Torque Link. But this option would be substantially cheaper, just a few minutes shop time using CATT II.
These sleds are light on oiling. I've read of many reports of crank bearing failures as sleds approach 2000 miles, and we all know Cat changed the top end design & oiling setup for 2020 onward The injector no longer fires above the piston at low RPM, and the oil fittings near the reeds were moved from the reeds to the case. I'm told this was done for both emissions and longevity by getting oil to the crank bearings more effectively. Looking at the crank and case (same crank '18-'20), they're nearly identical to the old Suzuki, so its not a hard parts difference causing premature failure, but rather lubrication. Suzuki's gulp oil, and live (well, most of the time) so the hardware is stout. To get there on the Ctec, many are adding oil to the fuel. This gets more oil into the motor, but on the '18/'19 that puts the oil on the top side of the piston at lower RPM and does little to nothing to get additional oil onto the crank until higher RPM when the injectors fire through the piston slot. If the pump flow could be bumped up a bit, more oil would be delivered via the reed fittings and lube the bottom end more at all RPM.
On the old BRP Etec 800, there is a single digit oil pump calibration code (1-8 or something) that the dealer programs in when the pump is replaced. If a guy wants more oil out of the OEM pump, using the dealer software to program the ECU with a calibration code 1 value lower than on the pump will do it. If the sled is a pig on oil, changing the cal code 1 higher will trim down oil useage (not recommended). My dealer had no clue about this, but Sled Head Racing clued me in to it, and it works great.
I strongly suspect this can be applied to the Ctec2. Trick the ECU into oiling a little more. The codes for the pumps have codes with 8 digits each. Maybe changing both values by 10% would deliver 10% more (or less) oil across the board. The question: is it like the Etec where you reduce the code value to increase pump flow, or the other way around?
Anyone know for sure?
I realize there is another way to accomplish this, using Torque Link. But this option would be substantially cheaper, just a few minutes shop time using CATT II.
