Over the past year we have been looking very closely at the Gen 4 Viper engine. With superchargers, turbochargers and big engine builds not practical or economical for most customers with this new engine, we were looking for another 100hp without major internal modifications.
The production bottom end on these Gen 4's has proven very stout with good tri-metal bearings, ARP rod bolts and decent rods. The only limiting factor has been the pistons, so we did not want to increase the piston speed or compression. Another big consideration is the sensitive engine computer, the Venom engine controller is very sensitive to mechanical engines changes and we did not want any check engine lights or "limp" in conditions.
Our performance gains with exhaust and intake modifications have worked really well, the final step for the 100hp gains would need to be in the heads.
With changes to the VVT, cam and compression not viable options, we focused on the cylinder. There has been quite a bit of tecnology in cylinder head testing with wet flow benches and injector spray pattern analysis, so we thought a good look at the heads would yield some big power gains.
Our big focus on a head modification was to maximize air-velocity through the primary choke area of the intake and exhaust ports. Engines runs on velocity and not just cfm numbers. The area under the seat is critical and can be improved dramatically.
With our ported heads done and ready to test our next concern was clamp load on the head and block. We wanted to do everything possible to keep the straight. The production head bolts are inexpensive and borrowed from the passenger car line, so we opted for an ARP bolt set to finish off our package.
Our last concern was oil pull through in to the intake manifold from the PCV system. These engines are very sensitive to knock. On many engines that we havew tested we have data-logged the knock control and found the computer retarding timing. This hurts power and can lead to piston issues. Oil in the intake and related carbon deposits increase knock (detonation). Our solution was a air-oil canister that does not allow the oil to migrate into the manifold.
Our testing was done on a 2008 Viper with Belanger headers and exhaust, Arrow intake and Mopar controller. Gains were 30-32rwhp in an AB test. Futher testing with our intake and better fuel added another 7rwhp. Air fuel was very safe and no check engine lights or "limp in" conditions were encountered.
For those of you who want the most from your Gen 4 Viper engine with good reliabilty, this should be an option to consider. I will be posting dyno sheets and pricing in the new product section shortly.
The production bottom end on these Gen 4's has proven very stout with good tri-metal bearings, ARP rod bolts and decent rods. The only limiting factor has been the pistons, so we did not want to increase the piston speed or compression. Another big consideration is the sensitive engine computer, the Venom engine controller is very sensitive to mechanical engines changes and we did not want any check engine lights or "limp" in conditions.
Our performance gains with exhaust and intake modifications have worked really well, the final step for the 100hp gains would need to be in the heads.
With changes to the VVT, cam and compression not viable options, we focused on the cylinder. There has been quite a bit of tecnology in cylinder head testing with wet flow benches and injector spray pattern analysis, so we thought a good look at the heads would yield some big power gains.
Our big focus on a head modification was to maximize air-velocity through the primary choke area of the intake and exhaust ports. Engines runs on velocity and not just cfm numbers. The area under the seat is critical and can be improved dramatically.
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With our ported heads done and ready to test our next concern was clamp load on the head and block. We wanted to do everything possible to keep the straight. The production head bolts are inexpensive and borrowed from the passenger car line, so we opted for an ARP bolt set to finish off our package.
You must be registered for see images attach
Our last concern was oil pull through in to the intake manifold from the PCV system. These engines are very sensitive to knock. On many engines that we havew tested we have data-logged the knock control and found the computer retarding timing. This hurts power and can lead to piston issues. Oil in the intake and related carbon deposits increase knock (detonation). Our solution was a air-oil canister that does not allow the oil to migrate into the manifold.
Our testing was done on a 2008 Viper with Belanger headers and exhaust, Arrow intake and Mopar controller. Gains were 30-32rwhp in an AB test. Futher testing with our intake and better fuel added another 7rwhp. Air fuel was very safe and no check engine lights or "limp in" conditions were encountered.
For those of you who want the most from your Gen 4 Viper engine with good reliabilty, this should be an option to consider. I will be posting dyno sheets and pricing in the new product section shortly.
All motor. Very sick engines. Wish the VVT was tweakable. Would probably yield closer to 700rw na. The older engines would have needed FI to approach what the gen IV motor can do NA. An ACR with this setup would be a terrible thing to face on a roadcourse.
. But one day Dodge will finish it. So how much and is 30 rwhp worth it??? Can you feel 30rwhp?
