On the 'mildly' Cheap SS Monte Carlo chasing a 9.0___
- Thread starter 64nailhead
- Start date
Congrats. Sub 9's is moving things quickly. 😎
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Need to update that "Fastest G-body" thread.
getting close to that #1 spot!
getting close to that #1 spot!
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looks like the cars not going home in a bucket after all..🤞nice job Jim
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The tracks were exceptionally prepped for radials all through the week. This was by far the best 60’ of the week. It actually hit timing cut for intake temps in the last .5 seconds of the run , hence the slow trap speed.
And fortunately, the hood is salvageable. The hood had been in Gelcoat since ‘21 until 3 weeks ago when my son painted it. Damn, can’t have nice things 😜
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the fastest guy on the forum has me covered by ALOT, but he helped a ton. And it’s really appreciated.
He was texting throughout the week telling me to ‘hit it harder, hit it harder.’ I was turning up the launch power everyday throughout the week slowly. Friday I turned the launch up a bunch and it worked.
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It was a nice feeling driving it onto the trailer lol.
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Post Drag Week 24 review of data.
I'm out of intercooler. I knew I hit a timing retard due to IAT temp on the last day, but reviewing logs from day 3 and day 4 found I hit as well on the 2nd runs from each of those days as well. I had the timing retard set too high (too aggressive), and that was the cause for the slow trap speed. It does affect the ET as well, but not as dramatically as the trap speed. When I first seen this, I was somewhat disappointed because this is usually an indicator of being out of turbo compressor. But after looking at multiple logs I noticed the Pre-IC pressure vs Boost was in the area of 6-8 psi. Basically it's a measure of IC flow restriction/capabilities. This intercooler is advertised as having 2-3 psi of pressure loss across the cooler, but it's always been 1-2 psi higher than that which isn't good. The larger the differential, the higher the pre IC temp and IAT. The IC is pulling 250-260 degrees out of the intake air.
This can also be a function of head and cam flow as well, but that usually is found to be the issue when no increase in trap speed or faster ET despite adding more boost and using more fuel. I contacted BTR and asked about cam specs and how many rpm's I'm running on this setup. They advised that the cam is too small and adding to this issue. But they agreed that I'm out of IC as well. My IC, Treadstone 1340R, is rated for 1300+HP and it's obvious that number is a bit lofty. The issue doesn't develop until I hit 29.5-31 psi which s about 1100 whp (1200-1250 crank HP). The last couple of days I was running 1200whp and the lack of Intercooler capacity was illuminated.
There are a couple of things I can do to slow down the IAT temp - better intercooler or put the meth injection back onto the car. One of those options will cost me money and the other won't. I have a complete meth system that was on the car until this past winter that I removed to drop weight. I decided to pull it off based on dyno testing that showed my Pre IC and MAT readings were 30 degrees cooler with this turbo, so I decided to pull it off. The next thing to do is put in more cam. BTR indicated to swap out my Stage 2 turbo cam and put in a Stage 4 turbo cam. The difference between the two is about 14-16 degrees of intake and exhaust duration. And they only recommended a stage 4 rather than a stage 3 based on the compression (11:1). But drivability might go in the toilet with that large of a cam at 2000-2400rpms - hmmm, what to do?
Also I still have an issue with the the converter being too tight. Last fall Circle D had advised to put more power to it to loosen it up some. Well, I added 150+ and it still is dropping 1200-1300 on the 1-2 and 1100 on the 2-3 shift. I've contacted them and they said they could build a custom stator for it and loosen it up some more. It's either try that or drop $2K+ for a bolt together converter - $2K+ is definitely not in the budget.
I'm sure that if I could've gotten another 3-4 runs in I could've been running low 8.8__ and possibly a high 8.7__. It's amazing to me that every time I manage to grab another 100-200hp I find numerous weak links haha. I guess that's how it goes. But I'm getting closer to being more competitive for an 8.50 chassis cert. I'll try to get some videos loaded onto YouTube identifying another issue that I have as well.
I'm out of intercooler. I knew I hit a timing retard due to IAT temp on the last day, but reviewing logs from day 3 and day 4 found I hit as well on the 2nd runs from each of those days as well. I had the timing retard set too high (too aggressive), and that was the cause for the slow trap speed. It does affect the ET as well, but not as dramatically as the trap speed. When I first seen this, I was somewhat disappointed because this is usually an indicator of being out of turbo compressor. But after looking at multiple logs I noticed the Pre-IC pressure vs Boost was in the area of 6-8 psi. Basically it's a measure of IC flow restriction/capabilities. This intercooler is advertised as having 2-3 psi of pressure loss across the cooler, but it's always been 1-2 psi higher than that which isn't good. The larger the differential, the higher the pre IC temp and IAT. The IC is pulling 250-260 degrees out of the intake air.
This can also be a function of head and cam flow as well, but that usually is found to be the issue when no increase in trap speed or faster ET despite adding more boost and using more fuel. I contacted BTR and asked about cam specs and how many rpm's I'm running on this setup. They advised that the cam is too small and adding to this issue. But they agreed that I'm out of IC as well. My IC, Treadstone 1340R, is rated for 1300+HP and it's obvious that number is a bit lofty. The issue doesn't develop until I hit 29.5-31 psi which s about 1100 whp (1200-1250 crank HP). The last couple of days I was running 1200whp and the lack of Intercooler capacity was illuminated.
There are a couple of things I can do to slow down the IAT temp - better intercooler or put the meth injection back onto the car. One of those options will cost me money and the other won't. I have a complete meth system that was on the car until this past winter that I removed to drop weight. I decided to pull it off based on dyno testing that showed my Pre IC and MAT readings were 30 degrees cooler with this turbo, so I decided to pull it off. The next thing to do is put in more cam. BTR indicated to swap out my Stage 2 turbo cam and put in a Stage 4 turbo cam. The difference between the two is about 14-16 degrees of intake and exhaust duration. And they only recommended a stage 4 rather than a stage 3 based on the compression (11:1). But drivability might go in the toilet with that large of a cam at 2000-2400rpms - hmmm, what to do?
Also I still have an issue with the the converter being too tight. Last fall Circle D had advised to put more power to it to loosen it up some. Well, I added 150+ and it still is dropping 1200-1300 on the 1-2 and 1100 on the 2-3 shift. I've contacted them and they said they could build a custom stator for it and loosen it up some more. It's either try that or drop $2K+ for a bolt together converter - $2K+ is definitely not in the budget.
I'm sure that if I could've gotten another 3-4 runs in I could've been running low 8.8__ and possibly a high 8.7__. It's amazing to me that every time I manage to grab another 100-200hp I find numerous weak links haha. I guess that's how it goes. But I'm getting closer to being more competitive for an 8.50 chassis cert. I'll try to get some videos loaded onto YouTube identifying another issue that I have as well.
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