Whitey
01-31-2018, 12:43 PM
When FCA accepted my GTC order in early 2015, I was told I was the ninth car to enter the 1 of 1 program. I knew then, the car was going to be on a unique journey. I posted a few initial build completion pictures here:
https://driveviper.com/forums/threads/8785-Official-1-of-1-Viper-Picture-Thread/page8
I put a couple thousand miles on the car and knew that I wanted to do some performance modifications. I was initially pursuing a large twin turbo conversion, but due to some life changes (job and home), I needed to down scope my initial plans. I want to pause here and thank those people that were working with me. There are several forum contributors and builders that I spoke with that helped me in my decision making process. I really appreciate you, your time and thoughtfulness.
Today, the motor configuration is a Prefix 9L Extreme conversion. Additional modifications made are Belanger headers, ARH high flow cats, stock cat-back, (3 inch cat-less Belanger straight pipes for special days), Nth Moto clutch, DSE AIT shield and catch cans, Calvo fuse box shield, ACR brake ducts, and a few cosmetic (black/white-out) changes.
I want to thank a few very special people for their help.
Mark Jorgensen – Mark and his team at Woodhouse did the 9L conversion installation. The work they performed was flawless. I have been all over the car noting their workmanship, heat protection efforts and attention to detail. Their installation work, first time quality and care for my car was nothing short of exceptional.
After receipt of the car, I experienced a 9L motor issue (non-installation related) that needed some attention. I won’t go into details here, but Mark was the first guy in Southern California sorting out the root cause.
A quick side note – I heard someone say once, “if you want to minimize issues with your Viper, don’t touch it. The stock car is pretty good”. I have been racing cars for most of my life. In my opinion, modifications come with issues and perturbations. These issues may occur and that has to be accepted. I know this isn’t right for everyone. I accept those risks and enjoy the rewards.
I can’t say enough about Mark. He is a major contributor to this first conversion and getting the motor issue resolved. Mark is a standup guy and he will be missed.
Dick Winkles – Dick was the second guy in Southern California only by a few hours. Dick has been instrumental in helping identify the root cause (non-design/workmanship related) of the 9L motor issue. Dick worked long hours before and at the dyno, proposed a solution and provided oversight while the 9L issue was corrected. I was also interested in the Extreme cam conversion and ended up shipping the car to Prefix for the work to be completed. Dick provided oversight of the build and answered a lot detailed questions. He communicated with me daily through the Extreme conversion and engine dyno progress. It was so great to work with Dick and get to know him better. I can’t thank you enough Dick. Go Wolverines!
Dan Cragin – Dan and his SPT team orchestrated everything in California. From dyno preparation, scheduling, travel arrangements, engine work and follow-up. Dan worked 4 days on the car and late on Saturday night helping resolve the issue. He bent over backwards to help and was absolutely committed to getting it right. I am fortunate to live within reasonable distance to Dan. For those of you that need Viper work, don’t hesitate to call him and discuss your needs. I would even consider travelling your car there. You won’t be disappointed. His recent appointment of the new exclusive Motion Control Suspension source is another endorsement. Congratulations and thank you again Dan.
Scot Rikord – Scot and his Prefix team performed the Extreme cam conversion and orchestrated some minor paint repair. While my car was at Prefix, we spoke daily and even on the weekends. I don’t think he turns off his cell phone. Scot also helped with some exhaust tests that helped me determine my final exhaust configuration. I have 3 inch, cat-less straight pipes at home for days when I want maximum performance and can tolerate the loudness. Balancing performance, loudness and sound was challenging. Scot helped me work through this and was very patient with me. Lastly, he reported this testing on the forum (Prefix results indicated cat or cat-less matters! – ~20HP) and I hope this information can help others too. Thanks you so much Scot for all your help!
The people at Prefix, Kim, Scot, Dick and Dale have been great to work with. I would not hesitate to call them again for another modification (hint – N/A 1000+HP! – let’s do this!).
Prefix 9L Extreme dyno numbers - The Extreme package includes a more aggressive camshaft, lifters, springs, pushrods and upgraded high volume fuel pump. Although the camshaft specifications are proprietary to Prefix, my understanding is the Extreme cam focuses on exhaust duration. The motor turned 810 BHP and 750 lb-ft on the engine dyno. The motor is still very tight. Compression is 185 in all cylinders. Leak down was 2% in all cylinders. I have been told that this motor should open up more (2-3%) after a few thousand miles. With the straight pipes and in our dry, cooler Southern California weather, this engine could reach 830BHP – 845BHP.
First impressions – I have driven the car several days now. The cold start is great. There is a noticeable change in lope from the cam. It idles down nicely to about 925-950RPM’s and vibrates like a racecar should. The torque comes on very quickly and the power is very strong up top. Throttle response is rapid and time in 1st, 2nd and 3rd gears is extremely quick. I will make quick mention about fuel. I always choose to run higher (~96+) octane (VP MS109 +91) fuel to ensure there is no detonation. Relative to exhaust, I’m so thankful I went with the ARH high flow and stock cat-back. It has a minor performance (~20HP) restriction and is plenty loud for me. There can be a lot of wheel spin (in 1st and 2nd at WOT) with P-Zero Corsas. Tire temperature has a whole new meaning. Toyo R888R’s are a must and on order! I have joked with Scot and Dick that the 9L Extreme conversion is marketed wrong. It needs to come with new tires! I will try to capture some cold start and idle videos and share. Saying that, I have yet to hear a cammed Viper video that sounds like the car does in person. You can be the judge.
The 9L Extreme conversion is a great modification. The Extreme camshaft makes the 9L a different motor. For those of you that are considering a conversion, call Prefix for the details (or PM me if you are interested…) and you can evaluate if this is the right performance modification for you. I can tell you, it is EXCEPTIONAL.
Those that I’m close to know that I’m not a social media kind-of-guy. I generally don’t post a lot, but do enjoy the technical posts from many contributors and builders here. Notwithstanding that, I thought some well-deserved thanks and recognition was needed for the specific individuals mentioned above. Thank you again Gentlemen.
So what’s next? The journey will continue… In the short term, I plan on putting some miles on the car. The local tracks, California coastline, canyons and down south …Mexican Racing League (MRL) have exceptional opportunities to exploit the use of our Vipers. I’m trying to find some half mile events that are geographically friendly and will fit into my schedule. I’m keeping an eye on my transmission. There are no issues with it now. I have the traditional OEM neutral gear rattle and the OEM TR-6060 is rated at 650 lb-ft. Based on this, I’m planning for a transmission build and potential gear swap. I have a few more minor cosmetic changes and would also like to add an active suspension package.
Longer term, I have a vision of more N/A power or a twin turbo conversion (1750HP++) and being part of the 200+MPH half-mile club. I tell my friends, “You can talk all you want…, but never bet money against me!”
Thank you for letting me share my GTC story with you. I hope you are enjoying your Viper as much as I am.
Go Viper! V10 Power!
30819
30820
30821
30822
30823
https://driveviper.com/forums/threads/8785-Official-1-of-1-Viper-Picture-Thread/page8
I put a couple thousand miles on the car and knew that I wanted to do some performance modifications. I was initially pursuing a large twin turbo conversion, but due to some life changes (job and home), I needed to down scope my initial plans. I want to pause here and thank those people that were working with me. There are several forum contributors and builders that I spoke with that helped me in my decision making process. I really appreciate you, your time and thoughtfulness.
Today, the motor configuration is a Prefix 9L Extreme conversion. Additional modifications made are Belanger headers, ARH high flow cats, stock cat-back, (3 inch cat-less Belanger straight pipes for special days), Nth Moto clutch, DSE AIT shield and catch cans, Calvo fuse box shield, ACR brake ducts, and a few cosmetic (black/white-out) changes.
I want to thank a few very special people for their help.
Mark Jorgensen – Mark and his team at Woodhouse did the 9L conversion installation. The work they performed was flawless. I have been all over the car noting their workmanship, heat protection efforts and attention to detail. Their installation work, first time quality and care for my car was nothing short of exceptional.
After receipt of the car, I experienced a 9L motor issue (non-installation related) that needed some attention. I won’t go into details here, but Mark was the first guy in Southern California sorting out the root cause.
A quick side note – I heard someone say once, “if you want to minimize issues with your Viper, don’t touch it. The stock car is pretty good”. I have been racing cars for most of my life. In my opinion, modifications come with issues and perturbations. These issues may occur and that has to be accepted. I know this isn’t right for everyone. I accept those risks and enjoy the rewards.
I can’t say enough about Mark. He is a major contributor to this first conversion and getting the motor issue resolved. Mark is a standup guy and he will be missed.
Dick Winkles – Dick was the second guy in Southern California only by a few hours. Dick has been instrumental in helping identify the root cause (non-design/workmanship related) of the 9L motor issue. Dick worked long hours before and at the dyno, proposed a solution and provided oversight while the 9L issue was corrected. I was also interested in the Extreme cam conversion and ended up shipping the car to Prefix for the work to be completed. Dick provided oversight of the build and answered a lot detailed questions. He communicated with me daily through the Extreme conversion and engine dyno progress. It was so great to work with Dick and get to know him better. I can’t thank you enough Dick. Go Wolverines!
Dan Cragin – Dan and his SPT team orchestrated everything in California. From dyno preparation, scheduling, travel arrangements, engine work and follow-up. Dan worked 4 days on the car and late on Saturday night helping resolve the issue. He bent over backwards to help and was absolutely committed to getting it right. I am fortunate to live within reasonable distance to Dan. For those of you that need Viper work, don’t hesitate to call him and discuss your needs. I would even consider travelling your car there. You won’t be disappointed. His recent appointment of the new exclusive Motion Control Suspension source is another endorsement. Congratulations and thank you again Dan.
Scot Rikord – Scot and his Prefix team performed the Extreme cam conversion and orchestrated some minor paint repair. While my car was at Prefix, we spoke daily and even on the weekends. I don’t think he turns off his cell phone. Scot also helped with some exhaust tests that helped me determine my final exhaust configuration. I have 3 inch, cat-less straight pipes at home for days when I want maximum performance and can tolerate the loudness. Balancing performance, loudness and sound was challenging. Scot helped me work through this and was very patient with me. Lastly, he reported this testing on the forum (Prefix results indicated cat or cat-less matters! – ~20HP) and I hope this information can help others too. Thanks you so much Scot for all your help!
The people at Prefix, Kim, Scot, Dick and Dale have been great to work with. I would not hesitate to call them again for another modification (hint – N/A 1000+HP! – let’s do this!).
Prefix 9L Extreme dyno numbers - The Extreme package includes a more aggressive camshaft, lifters, springs, pushrods and upgraded high volume fuel pump. Although the camshaft specifications are proprietary to Prefix, my understanding is the Extreme cam focuses on exhaust duration. The motor turned 810 BHP and 750 lb-ft on the engine dyno. The motor is still very tight. Compression is 185 in all cylinders. Leak down was 2% in all cylinders. I have been told that this motor should open up more (2-3%) after a few thousand miles. With the straight pipes and in our dry, cooler Southern California weather, this engine could reach 830BHP – 845BHP.
First impressions – I have driven the car several days now. The cold start is great. There is a noticeable change in lope from the cam. It idles down nicely to about 925-950RPM’s and vibrates like a racecar should. The torque comes on very quickly and the power is very strong up top. Throttle response is rapid and time in 1st, 2nd and 3rd gears is extremely quick. I will make quick mention about fuel. I always choose to run higher (~96+) octane (VP MS109 +91) fuel to ensure there is no detonation. Relative to exhaust, I’m so thankful I went with the ARH high flow and stock cat-back. It has a minor performance (~20HP) restriction and is plenty loud for me. There can be a lot of wheel spin (in 1st and 2nd at WOT) with P-Zero Corsas. Tire temperature has a whole new meaning. Toyo R888R’s are a must and on order! I have joked with Scot and Dick that the 9L Extreme conversion is marketed wrong. It needs to come with new tires! I will try to capture some cold start and idle videos and share. Saying that, I have yet to hear a cammed Viper video that sounds like the car does in person. You can be the judge.
The 9L Extreme conversion is a great modification. The Extreme camshaft makes the 9L a different motor. For those of you that are considering a conversion, call Prefix for the details (or PM me if you are interested…) and you can evaluate if this is the right performance modification for you. I can tell you, it is EXCEPTIONAL.
Those that I’m close to know that I’m not a social media kind-of-guy. I generally don’t post a lot, but do enjoy the technical posts from many contributors and builders here. Notwithstanding that, I thought some well-deserved thanks and recognition was needed for the specific individuals mentioned above. Thank you again Gentlemen.
So what’s next? The journey will continue… In the short term, I plan on putting some miles on the car. The local tracks, California coastline, canyons and down south …Mexican Racing League (MRL) have exceptional opportunities to exploit the use of our Vipers. I’m trying to find some half mile events that are geographically friendly and will fit into my schedule. I’m keeping an eye on my transmission. There are no issues with it now. I have the traditional OEM neutral gear rattle and the OEM TR-6060 is rated at 650 lb-ft. Based on this, I’m planning for a transmission build and potential gear swap. I have a few more minor cosmetic changes and would also like to add an active suspension package.
Longer term, I have a vision of more N/A power or a twin turbo conversion (1750HP++) and being part of the 200+MPH half-mile club. I tell my friends, “You can talk all you want…, but never bet money against me!”
Thank you for letting me share my GTC story with you. I hope you are enjoying your Viper as much as I am.
Go Viper! V10 Power!
30819
30820
30821
30822
30823