Epic SRK B/S thread of 2019
07-16-2020, 11:16 PM
#7282
TECH Enthusiast
I had a nice, fun and friendly run against a scat pack charger in Mexico on the way back from Nashville.
i only wish I had room to pull out and pass him at greater than 55 mph lol. It was a 2 lane road. I had to peddle it to wait for him to accelerate. I thought about bump drafting his ***.
he has the adult car. He has luxury. My father in law has a new charger. They are far nicer than my stripper.
they are far slower. I really wanted to pass a car behind him AND pass him lol. Just didn’t happen. such a fun drive. Dodge really designed an adult muscle car.
i only wish I had room to pull out and pass him at greater than 55 mph lol. It was a 2 lane road. I had to peddle it to wait for him to accelerate. I thought about bump drafting his ***.
he has the adult car. He has luxury. My father in law has a new charger. They are far nicer than my stripper.
they are far slower. I really wanted to pass a car behind him AND pass him lol. Just didn’t happen. such a fun drive. Dodge really designed an adult muscle car.
07-17-2020, 04:12 AM
#7283
I had a nice, fun and friendly run against a scat pack charger in Mexico on the way back from Nashville.
i only wish I had room to pull out and pass him at greater than 55 mph lol. It was a 2 lane road. I had to peddle it to wait for him to accelerate. I thought about bump drafting his ***.
he has the adult car. He has luxury. My father in law has a new charger. They are far nicer than my stripper.
they are far slower. I really wanted to pass a car behind him AND pass him lol. Just didn’t happen. such a fun drive. Dodge really designed an adult muscle car.
i only wish I had room to pull out and pass him at greater than 55 mph lol. It was a 2 lane road. I had to peddle it to wait for him to accelerate. I thought about bump drafting his ***.
he has the adult car. He has luxury. My father in law has a new charger. They are far nicer than my stripper.
they are far slower. I really wanted to pass a car behind him AND pass him lol. Just didn’t happen. such a fun drive. Dodge really designed an adult muscle car.
07-17-2020, 01:41 PM
#7284
TECH Enthusiast
The following users liked this post:
HioSSilver (07-17-2020)
07-17-2020, 04:05 PM
#7286
TECH Enthusiast
07-17-2020, 08:18 PM
#7287
Teching In
I think it was on factory rubber, but yes I agree, most were mid to high 11's around here. On a separate note, just watched a coyote powered fox body run a mid 8, all motor.
07-17-2020, 09:58 PM
#7288
10 Second Club
iTrader: (8)
I seen that thing to. Very impressive car. Weighs 23xx w/o driver with no carbon on it. Fancy g force trans and as super whoopy clutch.
The motor is not impressive at all. 17:1 compression. Gets rebuilt after 50 passes, needs valve springs every 15 passes. Pos nearly needs the maintenance of a top fuel engine.
The motor is not impressive at all. 17:1 compression. Gets rebuilt after 50 passes, needs valve springs every 15 passes. Pos nearly needs the maintenance of a top fuel engine.
07-17-2020, 10:05 PM
#7289
Teching In
I seen that thing to. Very impressive car. Weighs 23xx w/o driver with no carbon on it. Fancy g force trans and as super whoopy clutch.
The motor is not impressive at all. 17:1 compression. Gets rebuilt after 50 passes, needs valve springs every 15 passes. Pos nearly needs the maintenance of a top fuel engine.
The motor is not impressive at all. 17:1 compression. Gets rebuilt after 50 passes, needs valve springs every 15 passes. Pos nearly needs the maintenance of a top fuel engine.
07-19-2020, 07:22 AM
#7290
7 Second Club
From Hughes Performance:
Turbo Torque Converter Tuning Tech Tip (LONG POST):
One of the problem areas we most frequently see when reviewing data logs from customers who are wanting to improve staging characteristics, boost response, and overall speed of staging a turbocharged drag racing combination is in the ignition timing section of their staging tuning.
The first thing that needs to be understood is that torque converters are load-sensitive devices. As such, the more input load (or torque) that a torque converter receives, the more the torque converter responds in terms of increased stall speed as well as increased rate of acceleration up to staging RPM.
The second thing that needs to be understood is that ignition timing does not need to be retarded below normal naturally aspirated timing levels for a given engine platform while staging until the engine has transitioned into the range of approximately 4 - 6 PSI of boost.
Premature retarding of ignition timing during staging results in a loss of torque production from the engine. This loss of torque production is going to make the torque converter respond with less available overall stall speed as well as slower rate of acceleration up to staging RPM.
Lack of available staging RPM combined with slower rate of engine acceleration while staging means the engine is moving less air and producing less usable energy into the exhaust tract of the engine. This all adds up to reduced exhaust gas velocity as well as exhaust gas volume. Any reduction in exhaust gas velocity and volume results in less energy to drive the turbine of the turbocharger; hence, the turbocharger will be slow to respond to engine speed and slow to build boost / power for effective launch characteristics at the starting line as well as acceleration away from the starting line when the footbrake or transbrake is released.
So... what's the solution?
As an example, if your engine combination would normally provide peak performance in naturally aspirated form at 36 degrees of total timing BTDC, then your turbocharged engine combination will still need 36 degrees of total timing BTDC while you're staging until you've crossed the boost threshold of the previously mentioned 4 - 6 PSI range.
In fact, many (although not all) turbocharged engines equipped with a torque converter actually respond favorably to OVER-advanced ignition timing while staging up to boost threshold crossover. The reality is that you can effectively run as much as 40+ degrees of timing in a turbo car while staging up to boost threshold crossover. Over-advancing the ignition timing starts the burn in the cylinder earlier relative to piston position, resulting in increased cylinder pressure at low RPM which tends to generate more torque at low RPM. Any increase in low speed torque pays off with increased torque converter responsiveness as mentioned earlier in the discussion.
Also, because a torque converter multiplies engine torque up to stall speed on a diminishing scale, the converter effectively helps drive engine speed faster while staging when more low speed torque production is available. Faster rate of engine acceleration = less time required to hit the desired staging RPM.
Once the engine has crossed the desired boost threshold, you can then immediately retard ignition timing typically down into the 8 - 10 degree BTDC range as a good starting point. As with any engine tuning, you'll need to adjust parameters accordingly to suit your specific engine platform & combination of engine parts.
Use of this method will result in the combustion event carrying out into the exhaust tract of the engine when the exhaust valves open, thus producing more energy in the exhaust tract to drive the turbine of the turbocharger at a higher rate of speed. This results in faster boost response as well as more available boost pressure during staging, resulting in increased available power for the launch as well as greater overall rates of acceleration away from the starting line once the footbrake or transbrake is released.
If over-advancing the ignition timing to improve the staging process in your turbocharged car is something you're uncomfortable trying, then by all means stick to what works best for your program & your level of comfort. Keep in mind that encountering pre-ignition or detonation as a result of using over-advanced ignition timing during the staging event is largely a non-issue provided fuel of sufficient octane for the cylinder pressure being produced is being used, and the engine combination is designed / built in such a way that features / combinations of parts that may otherwise lead to pre-ignition or detonation are not incorporated into the build.
As with anything, your mileage may vary using these methods described above. Many factors influence how responsive a turbocharged engine will be while staging, and the methods described here won't overcome a wildly mismatched engine combination, mismatched turbocharger to said engine combination, and/or mismatched torque converter to the overall vehicle combination.
That being said, if your staging tuning for your turbocharged drag racing vehicle **isn't** optimized for maximum responsiveness and speed of staging, then it is **not** the fault of the torque converter if the torque converter is otherwise properly matched for the overall vehicle combination. The torque converter must be given the opportunity to be adequately loaded if you expect the converter to respond effectively while staging.
If you are unwilling (or unable) to adjust your staging tune accordingly, then you're going to have to compromise on the manner in which the torque converter is built, ultimately leading to less-than-ideal converter function & vehicle performance down-track in trade-off for improving the staging characteristics in the face of non-optimized staging tuning.
Additional staging-assist devices such as torque converter dump valve systems may also be necessary to effectively stage a turbo car for drag racing use when a very aggressive converter design is either required or desired to maximize the overall performance potential of the combination. In these scenarios where additional staging-assistance is needed by altering torque converter charge & exhaust oil, the methods discussed here with regard to ignition timing are still relevant and can be employed with great success to help improve staging characteristics.
We should also mention that this discussion does not necessarily cross over to clutch-equipped turbo cars. Clutch combos are a bird of a different feather, so to speak, and, as a torque converter manufacturer, it is not our place to speak for clutch-equipped turbocharged combinations.
Use of these methods in improperly matched combinations, with weak or worn-out components, and/or with insufficient fuel octane may result in damage to your engine and/or supporting systems. The responsibility is on you to insure that your combination is matched and in proper working order.
Don't forget to follow Hiollary for more tech tips if you want to take 20 years to run low 11s. LOL
Turbo Torque Converter Tuning Tech Tip (LONG POST):
One of the problem areas we most frequently see when reviewing data logs from customers who are wanting to improve staging characteristics, boost response, and overall speed of staging a turbocharged drag racing combination is in the ignition timing section of their staging tuning.
The first thing that needs to be understood is that torque converters are load-sensitive devices. As such, the more input load (or torque) that a torque converter receives, the more the torque converter responds in terms of increased stall speed as well as increased rate of acceleration up to staging RPM.
The second thing that needs to be understood is that ignition timing does not need to be retarded below normal naturally aspirated timing levels for a given engine platform while staging until the engine has transitioned into the range of approximately 4 - 6 PSI of boost.
Premature retarding of ignition timing during staging results in a loss of torque production from the engine. This loss of torque production is going to make the torque converter respond with less available overall stall speed as well as slower rate of acceleration up to staging RPM.
Lack of available staging RPM combined with slower rate of engine acceleration while staging means the engine is moving less air and producing less usable energy into the exhaust tract of the engine. This all adds up to reduced exhaust gas velocity as well as exhaust gas volume. Any reduction in exhaust gas velocity and volume results in less energy to drive the turbine of the turbocharger; hence, the turbocharger will be slow to respond to engine speed and slow to build boost / power for effective launch characteristics at the starting line as well as acceleration away from the starting line when the footbrake or transbrake is released.
So... what's the solution?
As an example, if your engine combination would normally provide peak performance in naturally aspirated form at 36 degrees of total timing BTDC, then your turbocharged engine combination will still need 36 degrees of total timing BTDC while you're staging until you've crossed the boost threshold of the previously mentioned 4 - 6 PSI range.
In fact, many (although not all) turbocharged engines equipped with a torque converter actually respond favorably to OVER-advanced ignition timing while staging up to boost threshold crossover. The reality is that you can effectively run as much as 40+ degrees of timing in a turbo car while staging up to boost threshold crossover. Over-advancing the ignition timing starts the burn in the cylinder earlier relative to piston position, resulting in increased cylinder pressure at low RPM which tends to generate more torque at low RPM. Any increase in low speed torque pays off with increased torque converter responsiveness as mentioned earlier in the discussion.
Also, because a torque converter multiplies engine torque up to stall speed on a diminishing scale, the converter effectively helps drive engine speed faster while staging when more low speed torque production is available. Faster rate of engine acceleration = less time required to hit the desired staging RPM.
Once the engine has crossed the desired boost threshold, you can then immediately retard ignition timing typically down into the 8 - 10 degree BTDC range as a good starting point. As with any engine tuning, you'll need to adjust parameters accordingly to suit your specific engine platform & combination of engine parts.
Use of this method will result in the combustion event carrying out into the exhaust tract of the engine when the exhaust valves open, thus producing more energy in the exhaust tract to drive the turbine of the turbocharger at a higher rate of speed. This results in faster boost response as well as more available boost pressure during staging, resulting in increased available power for the launch as well as greater overall rates of acceleration away from the starting line once the footbrake or transbrake is released.
If over-advancing the ignition timing to improve the staging process in your turbocharged car is something you're uncomfortable trying, then by all means stick to what works best for your program & your level of comfort. Keep in mind that encountering pre-ignition or detonation as a result of using over-advanced ignition timing during the staging event is largely a non-issue provided fuel of sufficient octane for the cylinder pressure being produced is being used, and the engine combination is designed / built in such a way that features / combinations of parts that may otherwise lead to pre-ignition or detonation are not incorporated into the build.
As with anything, your mileage may vary using these methods described above. Many factors influence how responsive a turbocharged engine will be while staging, and the methods described here won't overcome a wildly mismatched engine combination, mismatched turbocharger to said engine combination, and/or mismatched torque converter to the overall vehicle combination.
That being said, if your staging tuning for your turbocharged drag racing vehicle **isn't** optimized for maximum responsiveness and speed of staging, then it is **not** the fault of the torque converter if the torque converter is otherwise properly matched for the overall vehicle combination. The torque converter must be given the opportunity to be adequately loaded if you expect the converter to respond effectively while staging.
If you are unwilling (or unable) to adjust your staging tune accordingly, then you're going to have to compromise on the manner in which the torque converter is built, ultimately leading to less-than-ideal converter function & vehicle performance down-track in trade-off for improving the staging characteristics in the face of non-optimized staging tuning.
Additional staging-assist devices such as torque converter dump valve systems may also be necessary to effectively stage a turbo car for drag racing use when a very aggressive converter design is either required or desired to maximize the overall performance potential of the combination. In these scenarios where additional staging-assistance is needed by altering torque converter charge & exhaust oil, the methods discussed here with regard to ignition timing are still relevant and can be employed with great success to help improve staging characteristics.
We should also mention that this discussion does not necessarily cross over to clutch-equipped turbo cars. Clutch combos are a bird of a different feather, so to speak, and, as a torque converter manufacturer, it is not our place to speak for clutch-equipped turbocharged combinations.
Use of these methods in improperly matched combinations, with weak or worn-out components, and/or with insufficient fuel octane may result in damage to your engine and/or supporting systems. The responsibility is on you to insure that your combination is matched and in proper working order.
Facebook Post
07-19-2020, 08:58 AM
#7291
10 Second Club
iTrader: (8)
Funny how the fastest coyotah stock cars are stick cars. Autos aren't even competitive.
Hell the fastest coyotah is a stick car.
Strong possibility the fastest old lt1 is a stick car to. Have to research that one.
Autos are good for someone like you that can't get it done with a stick.
So how much faster you think my ls6 woulda went with a auto??? Guaranteed that one won't get answered because bitch.
Weird about all that right up. You don't think they trying to sell you a converter or anything do ya.....lmao
Hell the fastest coyotah is a stick car.
Strong possibility the fastest old lt1 is a stick car to. Have to research that one.
Autos are good for someone like you that can't get it done with a stick.
So how much faster you think my ls6 woulda went with a auto??? Guaranteed that one won't get answered because bitch.
Weird about all that right up. You don't think they trying to sell you a converter or anything do ya.....lmao
07-19-2020, 04:47 PM
#7292
Teching In
Hio is right about a stick car being faster, I picked up a bit when I made the switch, I'm just wondering if at a certain power level the automatic won't beat it, any how I went 7.3@ 94, in my automatic 2000 camaro, and swapped it to a 99 camaro t56 and it went 7.2@98. Same engine went 6.8@102 in a light fox body with a th350.
07-19-2020, 08:16 PM
#7294
7 Second Club
Hio is right about a stick car being faster, I picked up a bit when I made the switch, I'm just wondering if at a certain power level the automatic won't beat it, any how I went 7.3@ 94, in my automatic 2000 camaro, and swapped it to a 99 camaro t56 and it went 7.2@98. Same engine went 6.8@102 in a light fox body with a th350.
The following users liked this post:
islander033 (07-19-2020)
07-20-2020, 07:21 AM
#7297
7 Second Club
07-20-2020, 10:01 AM
#7298
