Originally Posted by drooze
Nope not talking about the 8, talking about the 6, the 3.6 and several guys who helped with the protoype work on those systems will make custom sticks to any spec. (they made our stick to even though it isnt VVT of course) and they also make the other type as well. I opted for what I call the "NUCLEAR Option" enough ramp to be just short of breaking lifters, I assume 50 passes from a set to stay safe at first, well see maybe 100....but no more, I can still sell em for 1/2 of what Ive got in em with full disclosure of what was done with them to the "tuner" and street scene guys afterward so its not as expensive as it sounds, same with springs.
The 6 is a DOHC 4vpc engine that can BREATHE as well.
In as much as the Bosch system, if youve ever priced their "BASIC" system for a road course car it STARTS at about 20k, but many sanctioning bodies REQUIRE its use...the price of something like that from Bosch is meaningless it lends nothing to the ability of the system. If I find my BOSCH racing pricelist Ill send it to you, first time I read it I thought the europeans added a bunch of 0's after everything.......it got filed in the "I aint paying for that" file promtly years ago.
In as much as the ECU is concerned there are currently 3 systems on the approved list already that can handle the 4 cam phase, 2 for sure have generic code to do it that require some leg work, 1 for sure have the ablity and have already done it althought its not an "advertised" feature of their system and is in their firmware as "experimentaL"
Im not going to say which one and whose......YET....because its one were running and they are our Main Sponsor..Itll be a little Obvious at Pomona......I know the system and I also know several people running it with VVT, and a couple with DI, noone both yet but the system is not only capable but already approved.
The FIRMWARE code revision is meaningless as well for NHRA specs, and if you have access as I do to the "proprietary code" and a capable programmer , I myself am (Im talking raw code C and assembler) not the "code" the "tuners" think theyre doing. I opted to pay a small consultancy fee ($500)to a programmer overseas in England who has infinite familiartiy with this sytem, he had working in 2 days what John Meany resorted to a modified cam wheel and external crank trigger on the 6.1 for. It would have taken me a month in front of a scope writing the code, I wanted to eventually but well....$500 was a better way to go. That code is now available to all people running the system, so I paid to move up something on their "to do" list. AS Long as the Hardware is off the shelf available its Kosher......simple....
I dont know if Meany ever had the code finished for the other system, well get to see if Coughlin is running an external crank trigger. He was our choice at first but well after I saw what I considered to be a "hack" to get it running running at the time only 1 plug, I said crap I can do whatever I want.......I called up Bruce Bachelder to find out the system I really wanted to run would take to get approved, only to find out it had just been submitted and approved a month before but not by the manufactuer.......so its kosher.
The shop Im standing in now (typing this on the dyno console...lol) has 1 DI engine and 1 VVT phased twin cam motor within sight, both foreign but like I said before Drag is new to them, they hold some land speed recrods and mostly RR stuff but...........They custom harnessed my whole car from 12 to 10pm last night ... all computers in all tails run......I about fainted when I came in this morning, the elves had been busy.
The last part of the statment is incorrect , the NHRA has already approved several systems that are capable and in production and available over the shelf.
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01-30-2010, 04:46 PM
Re: 09 Challenger/Mustang engines
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