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#21 | |
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After re-reading what Mike wrote, I can see your point. I still wonder if IHRA has a way to verify the variable cam timing deal for Pure Stock.
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Alan Mackin Stock 3777/ SS 3377 P/SA & SS/PA Fox Thunderbird I/PS '95 Mustang GT |
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#22 |
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Al,
There are ways to check all this but may seem complicated to those who are accustomed to a non- Ti-VCT engine. The cams would have to be checked with the cam phaser at the park position (no adv. or ret.) @.050. Here is an independent evaluation of the stock Coyote cams. Stock Mustang GT 5.0 Coyote Cam specs: Intake Cam: Advertised: 263 .050": 211 Lobe Lift: .235" Centerline (Park / Max): 139 / 89 Exhaust Cam: Advertised: 263 .050": 211 Lobe lift: .216 Centerline (Park / Max): 123 / 73 Valve events @ Park (no adv/ret) @.050": IVO: 33.5 ATDC IVC: 64.5 ABDC EVO: 48.5 BBDC EVC: 17.5 BTDC Total overlap (Park) @.050: -51 Valve events @ Max @.050: IVO: 16.5 BTDC IVC: 14.5 ABDC EVO: 1.5 ABDC EVC: 32.5 ATDC Total overlap (Max) @.050: 49 http://www.svtperformance.com/forums...cam-specs.html The lobe lift they describe is exactly what is in the2012 Ford Manual DVD, (.235in, .216ex) with a stock rocker ratio of 2:1. = .470 / .432 . Where Ford- NHRA got a total valve lift for a Stock 2012 coyote of .519 intake and exhaust is beyond me, despite being over factored at 380 vs the Cobra jet 302 at 350.... Almost all the engine data and specs for the 2011- 2012 V6 and coyote are in this DVD... Borrow it from your local Ford Tech..Just set the date of your computer to the date of the dvd....
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Steve Stickel 1161 Stk 1167 SS Last edited by Steve Stickel; 03-11-2014 at 01:53 PM. Reason: deleted link |
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#23 |
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Thanks Steve !
That is very helpful. Alan
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Alan Mackin Stock 3777/ SS 3377 P/SA & SS/PA Fox Thunderbird I/PS '95 Mustang GT |
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#24 | |
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Gary Smith "another broke racer spectating" |
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#25 |
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$80K ? Looking at some of the fancy rigs at the track i'm thinking the Bugatti Veyron should be in the guide so some racers can run their ordinary cars.
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#26 |
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Have not all the Cobrajets Copos and Dragpaks been sold?
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Dan Wilson, STK3171, K/SA |
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#28 |
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Sounds like Kershaw.
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#29 |
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Not that I recall.
I submitted the GT from 2008 to present and V6 from 2011 to present. They have been in the guide for months. I'm not aware of anyone racing them. There are high value combinations in the Cobra Jet line up as well. The 2010 Cobra Jet 4.6l combo for example is very affordable for how fast it can go and it is easy to build as the vast majority of the parts are available from any Ford dealer. There is always a dilemma when submitting new cars. Make it a value with low initial cost, and competitive, but it will also likely be in classes with older cars. Or make something that is still a value but considerably more expensive and runs against other late models almost exclusively. The vast majority of our customer cars are the latter option but we have always tried to get more price conscious combinations legal for racers to consider. When I hear what racers pay for clean sheet metal on older cars, what it cost them for the latest trickiest head for their big block, or the difficulty they have in finding 20-30-40 year old parts, I am reminded that the late model cars can be a huge value. Like anything in racing you can spend as much as you want. I am proud of the job we've done presenting cost effective options, pushing for new faster classes for the late models, posting more contingency than ever for all model years, and putting effort into growing the sport.
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Jesse Kershaw |
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#30 | |
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X2!! Thanks Jessie for your support in drag racing!
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JOSEPH TEUTON 4044 STK,SS, |
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