found this on another site Address:3051 S. Rooney Road, Morrison, CO 80465
Elevation: 5,860 feet
Web site: www.bandimere.com

 

I think it's 5860' at the finish. It's 5183 at the launch. It doubles for a ski run during the off season.

 

Have to get up very early to keep from being outwitted by the dad especially when the dad can "calculate".

 

Yeah, but if he ever reads this thread I'll be looking for another car to work on. How's the weather in big 'D'? It's getting about time for me to head your way.

 

Thanks. I couldn't think of any other way of explaining to the number of "my way or the highway" people on here

 

Many HP calculators I have seen online have ET as a way to determine WHP. I am sure I am not the first to come up with this theory. Its math and with weight, distance and time, it would surely give you the exact average HP transfered through the tires that was used to get you though the traps.

Thinking about things further, I can see how trap speed could also be used to determine average HP. Just like a dyno that measures dyno roller speeds over time, you can determine HP based on MPH. I am just not sure how you convert the "known" into the formula I posted before.

Either way you figure it, I am sure its more accurate the closer you are to an "ideal" run.

The thing that confuses me is how come your best ET and best MPH are never on the same time slip? (by "your" I mean everybody, not you specifically) I just cant seem to grasp how this happens.

My car has no lexan on it at all. My (drag) car is a 240sx. (sorry, had to be a smart *** for a second) lol

The AMS Evo has lexan on the front. I also liked the idea and it came out semi decent. I hope it helped with aero. We are going to try the lower front valance and drag wing like on your car this year to see if that helps (if nothing else, it looks super cool)

I am looking forward to this year. I hate the winter and cant wait to get back to the track and see what all the cars I (we) have worked on so hard will end up doing.

 

Sometimes people who have the thought process of "my way or the highway" have it because they have already tried what other people are finally getting around to and know what the outcome is going to be. Sometimes it is because they are closed minded fools who think they know everything. Once you think you know everything you can't learn anything else, think about that.

I try to learn something new everyday and usually accomplish that, so that puts me into the category of "tested it and get a chuckly out of other people making stupid mistakes" That's not "my way or the highway". Just incase you were referring to me.

 

240, I know which car is yours, I was referring to the shop car. The reason nobodies best ET/MPH are on the same slip is because they don't happen that way. Your (AMS's) best ET and MPH weren't even within the same quarter of the year haha

My RS is actually the right ET/MPH, not that it's that fast but the 9.65 was at 151 mph. The other cars I listed in the 7's and 8's that I built/drove were too, with those though it was much easier to pull off.

 

Correct me if I am wrong, but Dave it seems like you can't stand a "little" guy like Paul coming along and making a powerful car. I bet if it were only Al posting about breaking dyno records that this thread wouldn't exist. Paul is making some big power on a English Racing built engine, the tracks here are hardly open, Paul and crew are just finishing up on the build so what is wrong with some fun friendly dyno competitions? Why can't you just congratulate Paul and ER instead of making these bull**** threads(which are obviously aimed towards Paul). Its a fact that not all dynos are going to read the same and does it really matter if you stick to using that same exact dyno everytime? And what makes the Buschur dyno the god of dynos, just because it reads low?

You also talk about how low your black car dynos and the results it shows at the track, then you talk about certain cars making more power that don't put down the results they should. You obviously know it takes more than power, right combo of parts; to put together a good pass with a 1000+ whp car because you have someone else drive your drag cars. So if you were to go out and actually drive your drag cars and not have great results should everyone laugh and make threads about how your car can't back up its dyno #s?

Just something to think about...

 

Whoo... I thought I was going mental.... We got each other man!! Let's have a beer together...

Cheers-
E

 

Interesting thread.

 

A few points

#1 - I still do nolt recognize any claim of a "record" without at least a dyno sheet or video to back it up.

#2 - I could care less about Paul's methods or what Paul is doing. To me he is just another person who is enjoying his / her Evo and doing his / her own thing.

#3 - A dyno is a tuning aide which allows me to test my car in a controlled and safe environment and quantify gains / losses from changes and adjustments and test theories. While there is a lof of merrit to what David Buschur is saying about the concept of dyno bragging, personally I am very interested in Dyno results. While dyno jets are high reading dynos they are very consistant from dyno to dyno and also they can not be "adjusted" or manipulated. I have been working on dynos where you can change the power reading by pressing a few keys - obviously not very useful for trying to claim a record of brag.

#4 - My greatest accomplishment with my Evo was not making some "record" time on the track (I have done that a few times). Rather, it was having a slower car, but a car that was more well balanced and knowing how to drive better and beating the AMS Evo at the WRX vs EVO shootout a couple of years ago. That is real racing. You don't get 100 times to try and pull off a perfect pass. Its all about performing then and there at that time with no margin for error. That is what makes guys like John Force my heros as they don't choke.

#5 - There are a lot of aspects to the performance "scene." One of the most fascinating aspects of this journey I have been on with my Evo is hearing and seeing how the expression of passion for these fine cars varies from person to person. There is no right or wrong answer.

My take on Buschur's post is that he is reminding those with a brain that the things he has accomplished with Evos are amazing and actions speak louder than words. I am greatly amused to follow the progress of many so called "experts" who have come and gone on the scene - winners like Boost Solutions who was the first to put a GT42 on a Evo and ran a 13 second time at E'town before he proceeded to rip off all his customers and go out of business. The guys who get my respect are the ones who (like Buschur) continue to be at the forefront of the "scene" year in and year out and who have results under the belt. Big talk and claims are all hot air.

Lately, there are many who are gutting, mutalating and destroying Evos to create lightweight drag only cars. For me this is a waste of a great car. To each his own. I hope that the readers on Evo M are smart enough to realize how weight effects the drag times of a car and will also know that a mutalated / gutted car with plastic doors and windows is not legal to race in most "street" style clases. Its funny when a guy like David Buschur can come out with his full body RS and blast out a mid 9 second pass on a full weight car.

Finally, I wanted to add that Mr. Brown also drove his car to / from the track when he set the record.

 

Thank you David, 9sec240, Evil Eagle, etc it's a privilege to read your guys thoughts on racing.

I have a question, let's say you have a GT35R Evo running 10.5's on street tires. And of course the 60 ft isn't great, and of course it's spinning tires through 1st and some of 2nd.

How much would the ET drop moving to full slick?

I'm interested in your answers and at the same time I'm pointing out there is a lot of Evo's that I think would run a lot better times if they did what many more serious racers did and went to slicks.

 

I roll my eyes everytime someone tells me that track numbers is what really counts and that dyno numbers are just simply that, numbers.

I am a big fan of everyone here in the Forums, but here is my opinion on this topic.

Take Davids car. He makes [x] amount of power in his Mustang Dyno, and has the current Evo record.

Now, * Take the car, and Dyno it on a track day. Take it to the track afterwards and have David run the car himself. See if the track ET and MPH is close to the Dyno number of that day or of the current record for the car.

Same for 9sec9 with his Son's car. Dyno it at the BR Shop, take it to the track, and let Dad drive the car.

See if the ET and MPH will be equal to the Dyno number of that day, and see if the current times are matched.

When and if this is done, then I will believe track numbers are better than Dyno numbers to judge the power of a car.

Another thing to look at is that you need to compare Oranges to Oranges.

A car that Dynos 440 hp and runs 10.50s on racing slicks, on weight reduction, and after market ECU with after market enhanced internals, can not be compared to a car that makes 500 hp and runs 11.4, but runs on street tires, full weight, stock ECU and stock internals.

That is no way to compare the power of cars at the track when such differences are present.

Track numbers and et's can also be manipulated by many things like making aerodynamic changes to the front facia of the car, by adding racing tires, by atmospheric changes in the enviroment such as tracking the car on a colder climate vs a warmer more humid place, by taking weight off the car, by adding an awesome driver, etc.

All of the above can make a lower power car seem faster at the track than another car in a completely different trim making more power in another Geographical area.

I think what we all are trying to say here that MPH is a good way to judge the power level of a car.

But, what is coming across here is that track numbers is the best way to tell the power of a car, which is not so, as a simple thing as a bad driver can change track numbers real quick. I have first hand experience with this .

In conclution, everything must be perfect to judge a cars power at the track.

On the Dyno, you just strap it in and let the engine do its thing, . Works everytime. No driver you put in there, etc, is going to screw it up, unless he is drunk and Dynos the car in reverse. A little humor to end this, .

Now to set a record, let the best one win.
Who cares how is done. A record is a record.
You set it, and it is up to the next guy to better it. No rules.

Good luck to all this season on breaking the records. We know everything goes.

 

With our new control "X" dyno modification anyone can have the dyno sheet of his / her dreams. Modern technology certainly makes life a lot easier.

http://www.youtube.com/watch?v=NOaaG-IpKLg