I understand your concern of the rotaing assembly not being so beefy as the aftermarket options and respect your opinion on what you said but all I am saying is 4.5psi-6psi of boost, not astronomical numbers which would require the best pistons and rods money can buy
4.5psi looks safe on these new engines with the "forged" assembly.
Looks like the traction control can be turned off on these new carsbut not sure on how thestability control would work with boost. Probably would be put to the test more than ever before
Remember I am talking about BASIC kits with minimal boost and even a basic programmer to control fuel/spark with minimum mods around the 800 hp mark. It can be possible for these cars and I don't see why not if people put their time on expanding the aftermarket territory for the vipers in the future..
I agree with Dan here about the assumptions people are making when they hear the words "forged pistons and rods" The powdered metal stuff is more brittle for sure....The marketing people are definitely taking advantage of key words people might be looking for to make assumptions...
To play devil's advocate, I hate to egg everybody on here, BUT here is an interesting perspective to consider: The first cast piston Gen 2 twin turbo I did for Gary Holloway back around 2005 made 627 RWHP tuned by John Reed on 4.25 PSI with AEM and about 10 degrees of timing. As everybody knows the Gen 2 cars made about 400-420 RWHP with stock headers. The first few PSI are always the best. So, if the Gen V's make 580 or so RWHP, and the gain is the same as what I saw on the Gen 2, 580RWHP X 1.5 = 870RWHP. This may be stretching things a bit in terms of the power for the boost and also what the engine may or may not handle.
This is not the big hurdle IMO. The ECU tuning will definitely be the bigger hurdle especially along with the added complexity of the traction control and stability mode. Even with a high end ECU like MoTeC, Pectel, Pro EFI, it will be a considerable challenge to accomplish the task of a seamless merging of the aftermarket ECU with the status quo without throwing some code that will activate limp mode. This will not be cheap.
Maybe there could be a super basic piggyback approach to manipulate fuel and and timing without the ECU knowing about it. That would be a question for the people who tune cars for a living.
The other thing is who knows how much the engine comparment will be different from a gen 3, or 4 in terms of physical displacement available to fit the standard Paxton Kit or a properly designed twin turbo system. Until the car is out there and somebody gets a look, these are all moot points.
If the Gen 4 ECU was crackable, it would have been done by now. If they make the car cost $140,000.00 there will most likely be less cars sold and those kinds of people will be able to afford to pay big bucks for the high end ECU upgrade that will most certainly be up to the task.
If the car is super cheap in relative terms, which I doubt will happen, then there might be high enough volume for big companies like SCT to spend the money to crack the code thereby creating a more affordable mode of engine management that will in no way even scratch the surface of what the high end high end aftermarket ECU's can do. At the same time, the average guy who wants some more power for the street could care a less about all the wonderful pie in the sky features the high end ECU's offer. So it will not matter for the average guy wanting 800 RWHP as long as the piggyback or SCT can run the car properly.
One more thing for people to think about is that doubling the NA power with a turbo setup only increases the load on the reciprocating parts by 20%.
