SFI 25.2 Mustang/LSx build "The Renegade"
11-01-2010, 10:32 PM
#3606
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Man, that was really hard to watch in person. We were pitted around the 330' mark, and I watched this accident from the fence. It really didnt look like something that anyone could survive from. Ill tell you what though, that car was destroyed but the drivers compartment held up great. SkinnyKid builds a badass chassis.
11-02-2010, 12:57 AM
#3607
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thats going to be a lot of piping..
i have to ask.. at what point does making power get over powered by KISS? the obvious concern is that the more complicated you go, the more prone to failure something is. its just a fact of life. i have no doubt that the witch doctor shawn can get it to work well enough but with all that complexity it almost seems like a headache in the making.
if they did a sequential turbo setup, it would be close to negating all that weight savings. a compound turbo would hurt weight less and both would probably make for a better/flatter power curve. at the same time you still have a bit of a complexity issue but no where near that of the sequential setup.
the setup before the engine said no more seemed like it was going to be a monster and wouldve gone rounds reliably (power wise).
i have to ask.. at what point does making power get over powered by KISS? the obvious concern is that the more complicated you go, the more prone to failure something is. its just a fact of life. i have no doubt that the witch doctor shawn can get it to work well enough but with all that complexity it almost seems like a headache in the making.
if they did a sequential turbo setup, it would be close to negating all that weight savings. a compound turbo would hurt weight less and both would probably make for a better/flatter power curve. at the same time you still have a bit of a complexity issue but no where near that of the sequential setup.
the setup before the engine said no more seemed like it was going to be a monster and wouldve gone rounds reliably (power wise).
11-02-2010, 06:46 PM
#3610
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Funnily enough I know someone that had that on a 4 litre V6. The engine bay was jokingly referred to as a plumber's nightmare as there were pipes all over the place.
In a different league though, that can ran mid elevens and is now on the way to a single turbo V8.
James
In a different league though, that can ran mid elevens and is now on the way to a single turbo V8.
James
11-02-2010, 09:32 PM
#3611
We made the decision on the turbos for next year but everyone will have to wait to hear what we're doing but like usual.... its the road less traveled. As far as updates...
- Joe from Sonny Bryant called and wanted to know what front bolt and flex plate bolts we wanted on the crank, sounds like its getting closer. Once the crank gets here we can test a couple rod styles to see which one works the best. We're using GRP aluminum rods again this time around and JE Pistons
- We have a bunch of stuff coming from Jesel, RHS tall deck compatible belt drive & Tie bar style lifters. We're going to figure out how to make my distributor work.
- The heads are getting massaged up in Michigan, unfortinuately they are not a CNC and send kinda deal. We had a couple pieces upgraded in the heads that aren't standard but things we feel are necessary to live at this power level. Once the heads arrive we need to make a mold of the combustion chamber so we can get JE pistons to make some slugs that work with the Mozez heads.
- Rough cam specs are done, last year our cam was in the 260s with under 700 lift, this year its going to be a touch bigger on duration and lift. I think the lift is pretty conserative in the .800s.
- The chassis is done with the exception of more weight reduction pending some rule amendments. Game plan is the car was 3030 last year, the new bullet will be #125 lighter than the old motor putting us right at 2900.
- If the rules come out with more weight breaks I'm going to replace the trunk lid with a fiberglass unit, should be very easy to lose 65# for about 300 bucks.
- The rear shocks are getting sent back to Madman to update the valving to work better with our combination. Basically we just want a finer adjustment where we know works.
- We're working with madman on a set of front struts to eliminate the single adjustable ones, just trying to decide on which of the two options we want to go with
- First part of the year should be interesting, We're going to heavily focus on 60' and 330' numbers before we put any power to the car. limit the boost to 20# and mainly concentrate on power management and suspension is my goal. I'd love to see 60's in the teens with 4.70s @ 152-154ish with the conserative tuneup. This new combination should do 175-180mph to the 1/8 mile at the right weight.
- Joe from Sonny Bryant called and wanted to know what front bolt and flex plate bolts we wanted on the crank, sounds like its getting closer. Once the crank gets here we can test a couple rod styles to see which one works the best. We're using GRP aluminum rods again this time around and JE Pistons
- We have a bunch of stuff coming from Jesel, RHS tall deck compatible belt drive & Tie bar style lifters. We're going to figure out how to make my distributor work.
- The heads are getting massaged up in Michigan, unfortinuately they are not a CNC and send kinda deal. We had a couple pieces upgraded in the heads that aren't standard but things we feel are necessary to live at this power level. Once the heads arrive we need to make a mold of the combustion chamber so we can get JE pistons to make some slugs that work with the Mozez heads.
- Rough cam specs are done, last year our cam was in the 260s with under 700 lift, this year its going to be a touch bigger on duration and lift. I think the lift is pretty conserative in the .800s.
- The chassis is done with the exception of more weight reduction pending some rule amendments. Game plan is the car was 3030 last year, the new bullet will be #125 lighter than the old motor putting us right at 2900.
- If the rules come out with more weight breaks I'm going to replace the trunk lid with a fiberglass unit, should be very easy to lose 65# for about 300 bucks.
- The rear shocks are getting sent back to Madman to update the valving to work better with our combination. Basically we just want a finer adjustment where we know works.
- We're working with madman on a set of front struts to eliminate the single adjustable ones, just trying to decide on which of the two options we want to go with
- First part of the year should be interesting, We're going to heavily focus on 60' and 330' numbers before we put any power to the car. limit the boost to 20# and mainly concentrate on power management and suspension is my goal. I'd love to see 60's in the teens with 4.70s @ 152-154ish with the conserative tuneup. This new combination should do 175-180mph to the 1/8 mile at the right weight.
11-03-2010, 02:50 AM
#3612
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Funnily enough I know someone that had that on a 4 litre V6. The engine bay was jokingly referred to as a plumber's nightmare as there were pipes all over the place.
In a different league though, that can ran mid elevens and is now on the way to a single turbo V8.
James
In a different league though, that can ran mid elevens and is now on the way to a single turbo V8.
James
twin charging isnt all that uncommon. neat really.We made the decision on the turbos for next year but everyone will have to wait to hear what we're doing but like usual.... its the road less traveled. As far as updates...
- Joe from Sonny Bryant called and wanted to know what front bolt and flex plate bolts we wanted on the crank, sounds like its getting closer. Once the crank gets here we can test a couple rod styles to see which one works the best. We're using GRP aluminum rods again this time around and JE Pistons
- We have a bunch of stuff coming from Jesel, RHS tall deck compatible belt drive & Tie bar style lifters. We're going to figure out how to make my distributor work.
- The heads are getting massaged up in Michigan, unfortinuately they are not a CNC and send kinda deal. We had a couple pieces upgraded in the heads that aren't standard but things we feel are necessary to live at this power level. Once the heads arrive we need to make a mold of the combustion chamber so we can get JE pistons to make some slugs that work with the Mozez heads.
- Rough cam specs are done, last year our cam was in the 260s with under 700 lift, this year its going to be a touch bigger on duration and lift. I think the lift is pretty conserative in the .800s.
- The chassis is done with the exception of more weight reduction pending some rule amendments. Game plan is the car was 3030 last year, the new bullet will be #125 lighter than the old motor putting us right at 2900.
- If the rules come out with more weight breaks I'm going to replace the trunk lid with a fiberglass unit, should be very easy to lose 65# for about 300 bucks.
- The rear shocks are getting sent back to Madman to update the valving to work better with our combination. Basically we just want a finer adjustment where we know works.
- We're working with madman on a set of front struts to eliminate the single adjustable ones, just trying to decide on which of the two options we want to go with
- First part of the year should be interesting, We're going to heavily focus on 60' and 330' numbers before we put any power to the car. limit the boost to 20# and mainly concentrate on power management and suspension is my goal. I'd love to see 60's in the teens with 4.70s @ 152-154ish with the conserative tuneup. This new combination should do 175-180mph to the 1/8 mile at the right weight.
- Joe from Sonny Bryant called and wanted to know what front bolt and flex plate bolts we wanted on the crank, sounds like its getting closer. Once the crank gets here we can test a couple rod styles to see which one works the best. We're using GRP aluminum rods again this time around and JE Pistons
- We have a bunch of stuff coming from Jesel, RHS tall deck compatible belt drive & Tie bar style lifters. We're going to figure out how to make my distributor work.
- The heads are getting massaged up in Michigan, unfortinuately they are not a CNC and send kinda deal. We had a couple pieces upgraded in the heads that aren't standard but things we feel are necessary to live at this power level. Once the heads arrive we need to make a mold of the combustion chamber so we can get JE pistons to make some slugs that work with the Mozez heads.
- Rough cam specs are done, last year our cam was in the 260s with under 700 lift, this year its going to be a touch bigger on duration and lift. I think the lift is pretty conserative in the .800s.
- The chassis is done with the exception of more weight reduction pending some rule amendments. Game plan is the car was 3030 last year, the new bullet will be #125 lighter than the old motor putting us right at 2900.
- If the rules come out with more weight breaks I'm going to replace the trunk lid with a fiberglass unit, should be very easy to lose 65# for about 300 bucks.
- The rear shocks are getting sent back to Madman to update the valving to work better with our combination. Basically we just want a finer adjustment where we know works.
- We're working with madman on a set of front struts to eliminate the single adjustable ones, just trying to decide on which of the two options we want to go with
- First part of the year should be interesting, We're going to heavily focus on 60' and 330' numbers before we put any power to the car. limit the boost to 20# and mainly concentrate on power management and suspension is my goal. I'd love to see 60's in the teens with 4.70s @ 152-154ish with the conserative tuneup. This new combination should do 175-180mph to the 1/8 mile at the right weight.
11-03-2010, 09:35 AM
#3614
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- First part of the year should be interesting, We're going to heavily focus on 60' and 330' numbers before we put any power to the car. limit the boost to 20# and mainly concentrate on power management and suspension is my goal. I'd love to see 60's in the teens with 4.70s @ 152-154ish with the conserative tuneup. This new combination should do 175-180mph to the 1/8 mile at the right weight.
how long were you ramping your boost in this year at the track?
by about 250' it was 100% for us so it didnt really make since to ever test past the 330'
11-03-2010, 09:53 AM
#3615
when we finally got our racepak installed all we did for a couple weeks was make 60' and 330' hits until we got it where we know we needed to be to compete locally.... it made/makes a huge difference... the more you can put down in the first 100' the more you can put down the next 100' and so on.... i'm sure you know, its just sometimes hard and frustrating to not let it eat all the way to the finish line.....if nothing else we dont have to pack our chute every time and takes less time to cool down
how long were you ramping your boost in this year at the track?
by about 250' it was 100% for us so it didnt really make since to ever test past the 330'
how long were you ramping your boost in this year at the track?
by about 250' it was 100% for us so it didnt really make since to ever test past the 330'
We run it thru the 1/8th so we can get a good plug reading.
Cant wait to change over to a boosted set up.
11-03-2010, 10:11 AM
#3616
when we finally got our racepak installed all we did for a couple weeks was make 60' and 330' hits until we got it where we know we needed to be to compete locally.... it made/makes a huge difference... the more you can put down in the first 100' the more you can put down the next 100' and so on.... i'm sure you know, its just sometimes hard and frustrating to not let it eat all the way to the finish line.....if nothing else we dont have to pack our chute every time and takes less time to cool down
how long were you ramping your boost in this year at the track?
by about 250' it was 100% for us so it didnt really make since to ever test past the 330'
how long were you ramping your boost in this year at the track?
by about 250' it was 100% for us so it didnt really make since to ever test past the 330'
11-03-2010, 10:53 AM
#3617
The boost in static somewhere in the mid to late 2 second range.j We dont really look to see when all the boost is in because its all relative. We use 25# as a fixed point of reference and record that time. After 25# the boost is on the final stage and will come in as fast as possible. We rely on wheel speed and ramp the boost according to how fast the car is going so the faster we get the wheel speed up the faster the boost can come in.
The cam is .925 on the intake and .879 on the exhaust. Its small by pro-stock standards but they aren't forcefed.
The cam is .925 on the intake and .879 on the exhaust. Its small by pro-stock standards but they aren't forcefed.
