Two guys, two mods, and a tune... in the 11's
#256
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Sorry to get you guys all worked up. I said that in jest, it wasn't serious, thus the little faces. You guys do great work and I was just looking for a discussion not an argument. Carry on!
I'll go back to trying to make my car drivable at the track with a BOV other than the stock plastic one Yes my build struggles - at least I'm not the only one who noticed, I wanted to throw rocks at my car, or myself yesterday
I'll go back to trying to make my car drivable at the track with a BOV other than the stock plastic one Yes my build struggles - at least I'm not the only one who noticed, I wanted to throw rocks at my car, or myself yesterday
#258
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Sorry to get you guys all worked up. I said that in jest, it wasn't serious, thus the little faces. You guys do great work and I was just looking for a discussion not an argument. Carry on!
I'll go back to trying to make my car drivable at the track with a BOV other than the stock plastic one Yes my build struggles - at least I'm not the only one who noticed, I wanted to throw rocks at my car, or myself yesterday
I'll go back to trying to make my car drivable at the track with a BOV other than the stock plastic one Yes my build struggles - at least I'm not the only one who noticed, I wanted to throw rocks at my car, or myself yesterday
#259
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I haven't gone through all 18 pages, but I'm sure nobody brought this up, and I doubt you'd try it, but it's worth a shot.
Could you throw the stock airbox back on and get the boost back to your peak of 26.3 and make a few runs? I'm really curious to see what just the filter is doing for you in terms of times etc...
I'm 99% performance oriented, but I can't stand the added noise/woosh of an intake with the stock turbo, so I'm keeping my airbox, unless of course there's a huge difference in times etc.
I've seen the dyno comparisons, but those aren't the numbers I care about.
Thanks, and good luck with the build -- looking great.
Could you throw the stock airbox back on and get the boost back to your peak of 26.3 and make a few runs? I'm really curious to see what just the filter is doing for you in terms of times etc...
I'm 99% performance oriented, but I can't stand the added noise/woosh of an intake with the stock turbo, so I'm keeping my airbox, unless of course there's a huge difference in times etc.
I've seen the dyno comparisons, but those aren't the numbers I care about.
Thanks, and good luck with the build -- looking great.
#262
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This Saturday Fathouse will be installing the Quarter Master clutch, and after breaking it in we plan to get out at least once next week if the weather holds.
I'm trying to get all the i's dotted and t's crossed for 9sec9 to pick up his car next weekend. I'm pretty pumped to get back to building parts for the A car of our team and see Tony get back behind the wheel as I'm sure both he and Tom are.
Thanks, Indy
#263
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jid2, no harm, no foul, no sweat. thanks for the post and the comments. It's nice to know that not every person posts with an axe to grind. You're comments are always welcome here.
berniEvo, the reason we changed Indy's filter and box was due to the baro drop during pulls. His baro reading was dropping as much as 5 points, from 98-93 and IIRC even 5.5 at times. That was with the stock air box and KN filter. The new Perrin drops from 98 - 94.5 at worst. This is part of the reason for staying with the filter. Bigger numbers just require more air, which means more fuel, which means more butt pucker.
berniEvo, the reason we changed Indy's filter and box was due to the baro drop during pulls. His baro reading was dropping as much as 5 points, from 98-93 and IIRC even 5.5 at times. That was with the stock air box and KN filter. The new Perrin drops from 98 - 94.5 at worst. This is part of the reason for staying with the filter. Bigger numbers just require more air, which means more fuel, which means more butt pucker.
Last edited by 9sec9; Jun 11, 2009 at 09:22 AM.
#264
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I haven't gone through all 18 pages, but I'm sure nobody brought this up, and I doubt you'd try it, but it's worth a shot.
Could you throw the stock airbox back on and get the boost back to your peak of 26.3 and make a few runs? I'm really curious to see what just the filter is doing for you in terms of times etc...
I'm 99% performance oriented, but I can't stand the added noise/woosh of an intake with the stock turbo, so I'm keeping my airbox, unless of course there's a huge difference in times etc.
I've seen the dyno comparisons, but those aren't the numbers I care about.
Thanks, and good luck with the build -- looking great.
Could you throw the stock airbox back on and get the boost back to your peak of 26.3 and make a few runs? I'm really curious to see what just the filter is doing for you in terms of times etc...
I'm 99% performance oriented, but I can't stand the added noise/woosh of an intake with the stock turbo, so I'm keeping my airbox, unless of course there's a huge difference in times etc.
I've seen the dyno comparisons, but those aren't the numbers I care about.
Thanks, and good luck with the build -- looking great.
Thanks, it's the road less traveled, but with the economy what it is who can justify a 10-20k build.
Last edited by Indy Evo; Jun 11, 2009 at 09:29 AM.
#265
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[QUOTE=Indy Evo;7160251]
We have a few directions we can take, but right now to throw in a couple of gallons of race gas was the quickest and most cost effective way to get there for the average guy who may only go to the track a couple times a year. After we hit our goal we have plans to go back to Shell 93 with a few other parts or as 9sec9 says explore other options to run 11.50 which include E85.
[QUOTE]
Noted for truth... I wish i had E85 or race gas within an hour of me and I would definitely make a race gas tune... maybe I will go pick some up this weekend
We have a few directions we can take, but right now to throw in a couple of gallons of race gas was the quickest and most cost effective way to get there for the average guy who may only go to the track a couple times a year. After we hit our goal we have plans to go back to Shell 93 with a few other parts or as 9sec9 says explore other options to run 11.50 which include E85.
[QUOTE]
Noted for truth... I wish i had E85 or race gas within an hour of me and I would definitely make a race gas tune... maybe I will go pick some up this weekend
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[QUOTE=Fast_Freddie;7160399][QUOTE=Indy Evo;7160251]
We have a few directions we can take, but right now to throw in a couple of gallons of race gas was the quickest and most cost effective way to get there for the average guy who may only go to the track a couple times a year. After we hit our goal we have plans to go back to Shell 93 with a few other parts or as 9sec9 says explore other options to run 11.50 which include E85.
Noted for truth... I wish i had E85 or race gas within an hour of me and I would definitely make a race gas tune... maybe I will go pick some up this weekend
Indiana = lots of corn, but only two stations that have E85 near by... go figure
We started on Shell 93 and made 8 passes, then added 1 gal of Sunoco 98 for knock protection 94.36 oct, bumped it to 1.5 gal for 95 oct, on the 12.015 pass I believe it was between 96.5-97, then on the last four passes we ran straight 98 after running out of 93 in front of my friends Indy Lights shop where I get the Sunoco. After finding out 100 oct pump gas is available we could have run that, but the Sunoco was free and I could not pass that up .
We have a few directions we can take, but right now to throw in a couple of gallons of race gas was the quickest and most cost effective way to get there for the average guy who may only go to the track a couple times a year. After we hit our goal we have plans to go back to Shell 93 with a few other parts or as 9sec9 says explore other options to run 11.50 which include E85.
Noted for truth... I wish i had E85 or race gas within an hour of me and I would definitely make a race gas tune... maybe I will go pick some up this weekend
We started on Shell 93 and made 8 passes, then added 1 gal of Sunoco 98 for knock protection 94.36 oct, bumped it to 1.5 gal for 95 oct, on the 12.015 pass I believe it was between 96.5-97, then on the last four passes we ran straight 98 after running out of 93 in front of my friends Indy Lights shop where I get the Sunoco. After finding out 100 oct pump gas is available we could have run that, but the Sunoco was free and I could not pass that up .
Last edited by Indy Evo; Jun 11, 2009 at 01:46 PM.
#267
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I thought I would share the reason that I've been optomistic about our recent runs and why the slightest changes are important. The following image shows idential ET runs, the one on the left is from 5/12 the one on the right is from 6/05. Both were 12.02 with the early run at 113.35, the latter was actually at 112.52. The winds were 0 and no direction on the left (early run). On the latter run, the winds were out of the WNW at 1-5 mph (into the front of the car). The early run was made at 63.9 F, the latter run was at 76.6 F. Humidity was 18 early, 15 latter. Barometric early was 29.42 (better), latter was 29.24. I've given all of this to show how easy it is to actually be improving in performance, but due to atmospheric conditions, it won't show on the time slip. Pay attention to those details and take away what you can from each time at the track. The early run was very similar tune as the latter run, with exception of some Mivec changes and timing. Boost was still targeted at 26.5 psi.
You can also see that the early run 'corrected' to an 11.91 whereas the latter run corrects to an 11.82. Yes, these corrctions are identical to the corrections on dyno charts. As a matter of fact, this is why correction is necessary to accurately compare one dyno pull to another. I've seen dyno pulls advertising huge numbers that were actually made at nearly 600' BELOW sealevel, while others were made at 5000' ABOVE sealevel. NO WAY to compare them, even from similar dynos, without an accurate correction factor using weather conditions. Sorry for the poor image, but the alt-printscreen didn't get a very good shot.
Notice that the early run shows that Indy did a better job of driving, traction, and creating the 'used' horsepower, than the second run. 97.2% effective hp vs 94.98
You can also see that the early run 'corrected' to an 11.91 whereas the latter run corrects to an 11.82. Yes, these corrctions are identical to the corrections on dyno charts. As a matter of fact, this is why correction is necessary to accurately compare one dyno pull to another. I've seen dyno pulls advertising huge numbers that were actually made at nearly 600' BELOW sealevel, while others were made at 5000' ABOVE sealevel. NO WAY to compare them, even from similar dynos, without an accurate correction factor using weather conditions. Sorry for the poor image, but the alt-printscreen didn't get a very good shot.
Notice that the early run shows that Indy did a better job of driving, traction, and creating the 'used' horsepower, than the second run. 97.2% effective hp vs 94.98
Last edited by 9sec9; Jun 11, 2009 at 02:48 PM.
#269
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http://www.sccoa.com/faq/dragetcalculator.html
I just got back a little while ago from checking on 9sec9's car, here is a sneak peek of what's happening behind the scenes.
Last edited by Indy Evo; Jun 12, 2009 at 04:16 AM.