I have had several people tell me, that limiting the rpm to 10,500 from unlimited, will save the teams over 1 million dollars a year. That sorta seems like a cost savings to me. One of those guys, who now works for Holley, worked for a competitive Pro-Stock engine builder for 7 years. So he MIGHT know a thing or two about the class. Me personally, I don't know squat about Pro-Stock and about what it takes to run the class at a top level. But I know people that DO and I trust what they tell me.

Wonks, as you call them, had nothing to do with the current state of Pro-Stock. It was and always is MONEY and who was willing to spend MORE of it. You want nothing but a few mega-dollar teams, sure, let them do whatever they want. You want anything other than that, you need rules. So maybe YOU are the one who doesn't get it

Well since you seem to be the ONLY person that has the answer why don't you enlighten the rest of us who are to dense to get it?

Like always there is two sides of the coin ain't there? MPFI you don't got to worry about the fuel dropping out of suspension or getting the exact same amount to each cylinder, and it is easier to get the exact same air to every cylinder also. I bet if the choice was left up to the teams to keep carbs or go EFI they would all switch to EFI fairly quickly.

I'm not going to type it again, as evidently you either don't read, can't read or won't read.

Did you even read the link I posted? I'm not the only one who thinks the way I do.

Deal with it.

Well here some food for thought from someone in the know...This is a quote from Charlie Wescott

"the efi stuff was delivered to most people I know about 6 weeks ago. The front end parts dont even exist yet as far as I know. Supposed to be ready in january. I feel for the people that want to go to pomona. Not sure how you get it all ready and test when it doesnt exist. Apparently there are some software issues. They (holley) emailed me a link to the "new" version of the software this morning, then I just got another email that said that version is broken, and they will have a new one on the 18th. I have talked to 2 teams that told me they started out 100 down. Not sure if they got any of that back yet or not. I try not to ask too many questions."

And this was from another source

"A Pro Stock team, who wants to remain nameless, said, "In regards to the Bangshift article, that intake they showed has runners about 2" too long. Having a long runner and big plenum, that's totally false; the long runner thing is anyways. Whenever someone says something that is as totally wrong as that, I have a hard time giving much credit to anything else that comes from their mouths as far as the EFI ducting. We don't know how all the teams are supposed to get ready when the stuff isn't even available until January, and the Pomona race is in February.

We have our first EFI intake made, and hope to have the engine reconfigured soon also with a new design head. What I do know, is that EFI is 100HP down from carbs."

I talked with Nick Ferri at PRI, who works for Elite Motorsports. I asked him two questions. One about the Mopar blocks, he said they had just received 3 new ones. I asked him about power. He said they started off 85hp down and were now 25 down. This was of last week. I just sent some more parts to an engine builder in Florida who has a Pro-Stock customer. His last set up was 30 down from a motor they qualified with last year and he had another manifold to try after PRI.

I have heard of no "problems" with the ECUs. It is simply our HP ECU with the software changes required by NHRA. The only thing I heard was that the RPM limiter could be "cracked" if someone put the time in and that was being addressed. All the parts from US/Holley, are in stock, shipping and have been. Anybody that wants or needs it, has it. They are NOT free. There is one set price, that is somewhere between our cost and dealer WD. All teams pay the same price, whether you buy one or ten.

The entire EFI "system" including TB, injectors, ECU, coils and required sensors, costs less than half one set of "Pro-Stock" prepped carbs from one of the gurus.

These guys change, intakes, carbs and cams, like most of us change socks. So just taking the carbs out of the equation helps.

I was at Steve Schmidt's shop several years ago when he was still leasing motors. He had one room in his shop, that was as big as a two car garage. Had shelving to the ceiling all around, that was jam packed with intakes, heads, carbs and cams. When I asked what that was, I was told that the "stuff that didn't work room".............lol!! And he was NOT a mega buck guy, so imagine what those guys had tried. When Mike Duke was there, he said they ordered CNC ported heads from CFM by the pallets. He would design a new port, flow test it and if it looked promising, he would do a set of heads and they would test. He said WAY more heads went in the "room" than went to the shop for further work

I talked with Nick Ferri at PRI, who works for Elite Motorsports. I asked him two questions. One about the Mopar blocks, he said they had just received 3 new ones. I asked him about power. He said they started off 85hp down and were now 25 down. This was of last week. I just sent some more parts to an engine builder in Florida who has a Pro-Stock customer. His last set up was 30 down from a motor they qualified with last year and he had another manifold to try after PRI.

I have heard of no "problems" with the ECUs. It is simply our HP ECU with the software changes required by NHRA. The only thing I heard was that the RPM limiter could be "cracked" if someone put the time in and that was being addressed. All the parts from US/Holley, are in stock, shipping and have been. Anybody that wants or needs it, has it. They are NOT free. There is one set price, that is somewhere between our cost and dealer WD. All teams pay the same price, whether you buy one or ten.

The entire EFI "system" including TB, injectors, ECU, coils and required sensors, costs less than half one set of "Pro-Stock" prepped carbs from one of the gurus.

These guys change, intakes, carbs and cams, like most of us change socks. So just taking the carbs out of the equation helps.

I was at Steve Schmidt's shop several years ago when he was still leasing motors. He had one room in his shop, that was as big as a two car garage. Had shelving to the ceiling all around, that was jam packed with intakes, heads, carbs and cams. When I asked what that was, I was told that the "stuff that didn't work room".............lol!! And he was NOT a mega buck guy, so imagine what those guys had tried. When Mike Duke was there, he said they ordered CNC ported heads from CFM by the pallets. He would design a new port, flow test it and if it looked promising, he would do a set of heads and they would test. He said WAY more heads went in the "room" than went to the shop for further work