Went out for the Friday night street legals. I'm an idiot for going but I need some T&T runs. If it wasn't for all the imports, I could have made a bunch of runs. Got 2 good passes in before the timing system crashed again. We sat in the staging lanes for at least an hour while they worked on it. By the time I got into the waterbox, I had to turn my headlights on. The third run was garbage. I screwed up the launch and there was nothing on the timeslip past the 1/8 mile. It felt good but I have no numbers to put in the log book. All the street racers loved the car. While sitting in the staging lanes waiting for the timing lights to be fixed, I gave an Injected Alcohol 101 lesson to everyone standing around. Out of the 2 runs I managed before the timing system screwed up, I did learn a bit. Track was slippery and the street cars were having problems but I still managed to power my way down with no problems. First run. Jetted lean to see what the change would do. Also bumped the launch rpm from 4500 to 5800. Conditions were almost identical as last Sunday when I was at the track so any changes should tell me a lot. I changed the delay box setting from 1.055 to 1.045 to get a better reaction time and did I ever get good reaction times. RT - .002 60' - 1.379 1/8 - 6.135 1/4 - 9.609 MPH - 140.84 MPH was lower. ET was a little low and that was probably from the slippery track. Still managed to carry the front wheels about 20 feet. Everyone loved that. I pulled the chute again just as I was crossing the finish line and was able to take the first turnoff with ease. Second pass. Jetted fatter than what I had it last Sunday. RT - .001 (2 killer reaction times in a row) 60' 1.390 1/8 - 6.109 1/4 - 9.567 MPH - 144.71 Spun a little more off the line but the engine really loved the extra fuel and rewarded me with a new personal best MPH as well as a better ET than the first run even though the 60' time was slower. DA had only dropped slightly. Went another pill fatter to see if the engine would like even more and that's when all the delays started. I'll have to wait for another day to do more tuning. With only 2 passes, I can't make the decision if I want to go back to the 4.86 gears or not yet. Maybe next Friday will be better providing they can fix the timing system. These runs were all at over 5000 feet density altitude. It was hot and muggy. The dew point was higher than what it was last Sunday. Hopefully one of these Friday nights will have really good air. Anything is better than the typical race day air. Both street cars I got paired up against didn't even make it to the 1/8 mile before I crossed the finish Lots of photos taken of my car. Someone may be sending me video of the third pass which I screwed up. It wasn't a great launch but some video is better than none. I accidentally pushed the bump button after I pushed the transbrake button and the timer for the delay increased. When the light turned green, I was still bouncing off the 2 step. When the transbrake finally released, I wasn't ready and pedaled out of the hole. I have no idea what the reaction time was something like 2 seconds.

Went out for another Friday night street legal night to try and get some more T&T. It's becoming a complete waste of time and money. The timing system sensors that screwed up last week were finally looked at just before we were supposed to start making runs. Did they think the sensors would have fixed themselves during the week? The scoreboards still didn't work and the timeslip printers didn't work so it you wanted a timeslip, you had to go into the tower after your run and get a hand printed one. No wonder everyone hates this track. Next weekend is a Street Machine Weekend and if they don't get the timing system fixed by then, there won't be many people attending. I'm almost tempted to make a road trip to Edmonton.

So anyway. Track was worse than last week. About 100-200 feet off the line in the right lane, the car started getting squirrely. I managed 2 passes before the sun set. If we started when we were supposed to, I probably could have done some real tuning and made 4-5 passes. I fattened up the fuel from last weekend and that's it. Hard to say if it did any good with such poor track conditions. Air was roughly the same. Hot and humid. The DA started off at 5700 feet and when I made my first pass it was about 5500 and the second pass was about 5000. First pass, the tires had 8 psi in them after the run. I dropped it down to 7 psi before the second run and picked up a little more in the 60'.

Run 1
RT - .021
60 - 1.40
1/4 - 9.72
MPH - 140.53

Run 2
RT - .015
60 - 1.38
1/4 - 9.59
MPH - 142.15

I did manage to glance at the EGT as I crossed the finish on the second pass. It was around 1000 so it's running a little fat according to that but since I'm dumping a lot more fuel into the engine, I wonder if bumping the timing up a couple more degrees will help? I need a good track day where I can do a lot of testing. That's not going to happen this year.

At least the car was a real crowd pleaser. Lots of people came up to me after the runs to ask how fast I ran, what size the engine is etc. When I launched on the second pass, I could see lots of flash bulbs going off in the stands. I carry the front end about 2 car lengths and everyone thought that was cool. Nobody cares to watch 16 second imports running down the track but they sure liked watching a 9 second car.

I'm still very tempted to put the 4.86 gears back into the car tomorrow. Even though I was spinning a bit down the track, I shifted at 7400 and went through the traps at 7200. I could still feel the car pick up in the high rpms especially going through the traps.

im still thinking you can pick up quite a bit in the 60'..... possibly a tenth?
im with you on the imports, somehow i wind up running after one just drug water to the line.

I did some number crunching last night. Even though performance was off a bit, it was remarkably equal.

The last run of 9.59 @ 142.15 MPH based on a race weight of 3086 pounds converts to an uncorrected HP of 691.56 for the ET and 691.81 for the MPH. I've never had a run with the ET and MPH matching the HP.

Corrected for the air conditions, that works out to 780.71 and 781.00. My best corrected so far has been 833.75 for the ET and 825.38 for the MPH.

I'm still waiting for Streetfire to process another in car video of the second run. It's been processing for about 12 hours now and still isn't available for viewing. I moved the camera to the crossbar behind the seat. It looks really cool but I really need a camera with video stabilization. It gets real blurry going down the track. As I was loading up last night, another spectator came up to me and said he got a bunch of pictures of my car including a launch picture of the second run. I gave him an email address and hope he sends me some pics. I'll post them good or bad. I can get lots of static pictures of my car but really want more action shots.

what sources are you using to correct your times? i need to get into a habit of doing that.

I spent a couple of years researching lots of formulas from racing and aviation web sites. Basically I use the standard HP formula from ET or MPH which can be found on just about any automotive site with math conversion. I then use a dyno correction formula to get a corrected HP.

The dyno correction formula is a very complex formula taking into account all the weather conditions and converts performance to what's called a "standard day". When on a dyno, this is also the results you get so being on a dyno in Florida or Denver, the corrected HP should be very close to the same even though the uncorrected HP will greatly differ.

Last nights second pass gave me a dyno correction of 1.129 so my uncorrected HP of 691.81 x 1.129 = 781 corrected HP. HP correction was 88.58%. It sucks to lose so much power because of altitude. If you raced in mineshaft air, you could have a dyno correction of less than 1 and a HP correction of more than 100%

Dyno correction info
http://wahiduddin.net/calc/cf.htm
http://wahiduddin.net/calc/calc_cf.htm
http://www.csgnetwork.com/relhumhpcalc.html
http://www.anycalculator.com/enginehorsepower.htm

The accuracy of the formulas depends on the accuracy of the input data. I use a digital thermometer and humidity gauge. My digital barometer, although is accurate enough, isn't as accurate as I would like. I record the barometer readings in hPa and in uncorrected station pressure. Last night the hPa was 899. My barometer records changes at 897, 898, 899 etc. I want a digital barometer that shows changes of 898.7, 898.8, 898.9 etc.

Just for the Americans that deal with inches of mercury for a barometer reading, last nights station pressure of 899 hPa converts to 26.55 inHG.

The altitude corrected pressure such as you get from the airport or local weather forecasts was 1017 hPa (101.7 kPa) or 30.03 inHG. By strictly using station pressure, you remove the altitude variable from the equations. I don't have to know the altitude I'm at.

I've compared the results of the formulas in my laptop to online formulas and with handheld units like Performaire etc and my laptop is just as accurate.