spent cam bearings, lifters sounding like a Jehovah's witness, maybe some valve float

[ericjon262]

check and check. 12.749 @ 109MPH, also check. I was only able to make 2 passes, the first had a faster ET, and a better launch, the 2nd had a slower ET and a faster MPH. There's a ton left in it, even at current boost levels. I'm hoping someone else there has footage of the passes from outside the car.



https://youtu.be/N9kgq1Ecdcg

https://youtu.be/NnyFvMRTnKo

[Shaun41178(2)]

That's what 7 lbs of boost?

[ericjon262]

First pass was 8.8, second pass peaked at 10.3 PSI, hopefully enabling boost control flattens the boost curve out some once I'm ready to take it the next step.

[Shaun41178(2)]

Feel free to post your boost log vs rpm. Curious of it's response

[ericjon262]

I'm hoping I can improve upon this with boost control and some more timing.

RPM=green
boost=red
MPH=yellow

[Shaun41178(2)]

So I thought your third gear was long but it seems the getrag has a longer third than the f23.

You reving it out to near 7k rpm is why it seems to run on forever.

I was basing my assessment on how you didn't shift to 4th till about the 1k foot mark. I was usually going to 4th just after the 8th mile or just before.

[ericjon262]

shifts were at about 6700,I wasn't quick enough to pull throttle while putting the clutch in which jumped the peak RPM registered to 7K. you think shifting it earlier would net a faster time?

I would like to get a shift light and control it with the MS3, right now I'm going by ear/feel, which is hardly accurate for anything.

[pmbrunelle]

The shift RPM should be chosen such that horsepower before and after the shift is the same, or maybe a bit above that, because time wasted shifting matters less the faster you're moving.

In the absence of an actual dyno run, assuming your VE table / AFR is stable, you can just look at injector duty cycle in your datalog to estimate how airflow, and therefore horsepower, varies with RPM.

Is your tachometer not yet set up?

[ericjon262]

The shift RPM should be chosen such that horsepower before and after the shift is the same, or maybe a bit above that, because time wasted shifting matters less the faster you're moving.

In the absence of an actual dyno run, assuming your VE table / AFR is stable, you can just look at injector duty cycle in your datalog to estimate how airflow, and therefore horsepower, varies with RPM.

Is your tachometer not yet set up?

The tachometer is setup, I just don't like taking my eyes off the track, after I get more passes under my belt it will probably get better at multi tasking.

For the most part, AFR is pretty stable up top so far, trending pretty close to target, which implies the VE table is also good. on my first run I had a few problem cells, which is where I suspect I picked up the extra pound of boost when I fattened them up some.

Tunerstudio actually calculates an estimated horsepower, it has me interested enough to make a few pulls and add/remove timing and see how things go, I don't consider it an accurate number, but it's something worth investigating/using.

[The Dark Side of Will]

check and check. 12.749 @ 109MPH, also check. I was only able to make 2 passes, the first had a faster ET, and a better launch, the 2nd had a slower ET and a faster MPH. There's a ton left in it, even at current boost levels. I'm hoping someone else there has footage of the passes from outside the car.

https://i.imgur.com/y4bo1k0.jpg

https://youtu.be/N9kgq1Ecdcg

https://youtu.be/NnyFvMRTnKo

Looks like you're getting good quick shifts out of it. Need to feed the clutch a bit more progressively.

So I thought your third gear was long but it seems the getrag has a longer third than the f23.

1.38*3.61 vs 1.35*3.63... not a big difference. Like you said, if shifting later it can seem a lot longer. Shifting well above peak power also seems to take forever.