thats awesome. i hope they enjoy their time!

 

great work tom! i've been talking to josh about his t67 setup! looking good! I havnt called you yet cause i dont want to waste your time. Im going to dyno my car on the stock turbo then pulling it out after a final dyno to throw in an fp green and some injectors, then hopefully you'll have a chance to help me tune it all! The tune you gave me a year ago is still the best feeling tune i've had and i dieing to try to get another one from you , haha. right now i feel the car still has even more in it but i'd rather just throw the new turbo on before i go for a full tune...

 

Ha ha my dad is 63 and he loved driving my car. He would tell me that he doesnt know how i keep my license at all.

So Indy you going into the 11's? 9sec9 does the car really have almost 400 horsepower? Is it still running on 93 mixed with 98?

 

NOTHING'S WORSE THAN MAKING A LONG DETAILED POST AND THEN HAVING EVOM LOG YOU OUT WHEN IT'S POSTING.

I'm not going back into detail again, in a nutshell the clutch ruled the day. Tough to launch, but did an incredible job of making the shifts faster. Indy made MANY .200 and quicker shifts today, but 3 bogged launches only netted a best 60' of 1.80 and a 12.26@111.88mph. Average loads in 4th are higher than any previous run while at the same time the average boost was down by nearly a full psi. Tomorrow, he'll reset the boost to previous settings and work on getting the 60's back down to 1.6 or better. I think when he repeats a 1.6x 60, the car will be well into the 11's. Indy's a little disappointed, but the clutch 'learning curve' was the tribulations of the day. More to come tomorrow. Car is still on the 98 octane by the way with same basic tune, turned down a bit for new baseline reasons.

 

damn the learning curve lol but so you guys are close!

 

Yesterday turned into an all day event from 9:30 to 5:30. We only made three passes with our first pass at 2:30. Like 9sec9 said it was a steep learning curve with only three launches on this clutch.

I dropped off my dad (he's 84) at the airport this morning after a two week visit, and yes he drove the Evo everyday while he was here. We will be going back out to IRP in a couple of hours to get a few more passes then it's back to work on 9sec9's car. Indy

 

Todays results... three passes today for a total of six on this clutch. The best 60 ft was 1.70, and ET and MPH were 12.06@111.18. I'm sure 9sec9 will post up the details this evening after he gets time to review the logs, as for me it's back to work on the 9sec9/OKIX car. Indy

 

Still ever so close . So you guys detuned the car to get less bogging you said ? I think I misunderstood bit if so did it help with launching the car ?

 

Arkitek, the boost was down just a bit, but it wasn't 'detuned' any. For Sunday, it was turned back up to the 26.5 psi and timing re-adjusted. The problem was the launch area was prepped for the slick cars which gave lots of bite. The 2 step was upped to 6700 and between my tweaking of the launch boost and Indy getting used to a new clutch, it was tough to get it dialed in. I would have preferred to run on a 'less tacky' track for the clutches first passes, but that wasn't an option. What we DID take away from the first sessions back is the highest 1/8th mph yet, and an exact match of our previous best intervals AFTER the 60' times. The best et of 12.01 @113.35 was actually surpassed in every respect except the 60' times. On that run, the car went 1.633 60'. Yesterday, the car went 1.72 60', but had a higher 1/8th mph and quicker intervals, all the way to the 1/4, with a final 12.06. As you can see, the difference between 1.72 and 1.633 was exactly .09, yet the final et was only .05 difference from our previous quickest/fastest run. This shows that the car is actually performing better, but now we just need to get the 60' down. When Indy gets the 1.6 or better 60', the car will be well into the 11.8's or 11.9s as predicted. Problem is, we're very close to 100% duty cycle on the injectors. By the way, previous best interval AFTER the 60' is 10.33 which was matched on Sunday. Now you can see why I'm confident in the times I've quoted.

 

This got me interested as 4 threads on a 5/16" nut plate means you are getting almost zero thread engagement. I pulled my clutch out of the box and found something considerably different.

The bolts that came with my kit provide about 1/4" excess length, reaching full engagement + some before you even tighten down the pressure plate to compress the pressure plate spring.

I have to wonder if you got a funky set of bolts.

I like the NAS hardware though.

 

I would still be very interested to see what the difference would be just running 93 oct. in the car...How much slower it would be...Tom/Indy, are you guys going to try that out at all??

Looking forward to the results after Indy gets used to the clutch...great job so far guys...

 

9sec9 - how are you defining shift times - by watching the revs and seeing where the clutch is obviously engaged, or by looking at the clutch switch?

Indy - how about some shifting tips for the gearbox-ically challenged?

Tom

 

tlcoll1, Since multiple events occur during a shift (off throttle, on throttle, out of gear x, into gear y), simply looking at a single event won't measure the drivers total shift time. I personally look at moving from 100% throttle (which drops engine loads immediately) as being the START time for the shift. The next is actually when 2 events occur. First is the throttle goes back to 100% and the second is when I see engine loads begin to climb again. Often the 100% throttle will occur, but the loads don't climb (clutch isn't released yet). Because of this, for a lift shift, I'm interested in highest load in the lower gear, then the loads moving back up with 100% throttle in the next higher gear as being the total shift time. It's up to me the tuner to get those loads as high as possible, as quickly as possible, provided the driver has done his job. I'm now seeing only 1 ecu read between shifts (off throttle % observed) and the loads are immediately back to where they were on the last read of the ecu at 100% throttle, just prior to the shift. It doesn't get much better than that for a lift shift. All of this is occuring with 0 knock on the shifts, unless the throttle is left at 100% during the shift and the load INCREASES momentarily at the end of the shift event. In that case, engine knock is extremely brief and self correcting by virtue of the rpm's dropping as well as loads.

As usual, I'm long winded, but that's just the way I am.

 

9sec9 - Thanks for the concise explanation. I think you're right on the mark. I was looking at some runs from my car last year at the track, and came to pretty much the same conclusion as to defining the shift.

Have a look at the 1-2 shift on one of my logs. I think the shift time begins right around the drop of TPS, but I'd correlate it with the change in RPM, where the RPMs stop increasing linearly and do the little bump-up, indicating clutch in. The clutch is then re-engaged a bit later, and there's a little oscillation as the clutch grabs. So I think if I had logged clutch in/out on this run, that would also be a good way to measure shift time.

Looking at my log, I'm around 1/2 second shift time. If Indy's really cranking out 0.2 second shifts, then that partly explains why he's such a beast at the track and I'm not! Maybe I need to swing up to Indiana for some driving lessons.

Tom

 

tlcoll, Here is our best run from Sunday, 12.064@111.18. 9sec9's tune and the Quarter Master clutch made the biggest difference. With only six passes on this clutch, I'm just starting to figure out what it wants.