Why not go with a dry sump oil system?
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..Engine harness has to be re-pinned to change firing order...
Why not go with a dry sump oil system?
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Wouldn't it be safer to remap the cylinder order in the ECU calibration? There are a bunch of things, like the knock sensor, that are programmed cylinder by cylinder. For instance, the FPC ECU knock subsystem expects firing on opposite banks every time, but the CPC firing order fires same side twice out of every 8 sparks. The results may be unpredictable.
So they're running the cross plane crank in the GT4's as well, is this due to the vibration issues with the flat plane crank?
...I had the same thought, but firing order can't be changed via the ECU.
I never fiddled with the firing order in my blown 2011 Mustang GT, but I did a lot of other fiddling with the ECU cal tables in SCT Pro Racer. I have the VIN-specific SCT tuning license for my GT350 (which I don't plan to ever touch) and one day when I was daydreaming about a CPC swap, I looked at the tables for firing order, and they're definitely there and they're editable. Maybe call SCT and ask them about it. Somebody must have done this by now.
GT4 Graphics are ordered and should be ready later today. Grey will be white. Plan to mix it up a bit. Will not use product logos that are not on the car, have a couple of other ideas and may add a TMO logo....
View attachment 3419
It occurred to me later that you might have to do both - rewire the connector to actually change the firing order and change the ECU coding so it knows which cylinder fires when. It depends on what those tables actually do.Thanks. I will do some more investigation.....
It occurred to me later that you might have to do both - rewire the connector to actually change the firing order and change the ECU coding so it knows which cylinder fires when. It depends on what those tables actually do.
Have you decided if you will be installing it yourself?
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This build is really coming along nicely and looks excellent! I’m curious what series and class you plan to run the car, and where?
I thought the GT4 cars were restricted and the CPC makes more power in the reduced rpm range the restricted engine runs.Makes no sense why ford went to all the trouble of engineering the voodoo flat plane crank 5.2 and not use it in the GT4 and FP350S. They did win and race with the FPC on the GT350R-C
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I thought the GT4 cars were restricted and the CPC makes more power in the reduced rpm range the restricted engine runs.
Are you doing this for similar reasons to stay under a HP class limit in NASA? Or some durability concern?
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The GT4 is limited by class regulations/BOP and makes just a little over 400hp. It doesn't even use the GT350 Intake.
The FPC is engineered as a total system to manage the unique characteristics of that engine, including damping in the clutch/flywheel, external Transmission damping and dampers behind the Cats.
I wasn't prepared to take the risk of major changes to that system that are unproven on a race car and wanted the option of using FP350S / GT4 powertrain parts a they become available. This also allows elimination of the weight associated with the unique FPC damping, and other engine mods that are cheap insurance for a dedicated race car. I have every expectation of having to tune out power to meet ST2 Power /Weight limits.