Here's the day:
I get a hold of a friend that wants to go to Dragway 42. We take off around 2pm and it's a 90 mile drive. Nothing but highway and a clear ski. There couldn't be any interferance from devine intervention.... or could there? 10 minutes into the trip we hit traffic. 3 lane highway had just filtered down into 2 and a few miles later everybody is slamming on there brakes. Typical idiots working, or NOT working, on the highway. They closed down the right lane and had signs up for MILES with cones blocking a perfectly nice lane. Ends up being seriously 4 workers with 2 dinky pickups with a generator all standing around looking at a small crack in the road. Couldn't believe it, so we get back on track and end up getting there at 3:30pm, closed. We sweet talked our way into the lanes for 1 run heads up. It was me against my friends 2001 GT stick, he got beat by TBI, lol.
Now for the numbers.
Reaction: .650
60': 2.134
330':5.785
1/8: 8.862
1000': 11.448
1/4: 13.668 @ 102.98

Not too bad considering we had to stage immediatly. No burnout, nothing, just pull up and go. I didn't even have time to get my lockers hooked up . Oh well, it's still a new best and here's the kickers, it wasn't pulling in 3rd and shifts are getting really loose. The reason it isn't pully is obvious, it's called 3, yes 3 burned plug wires. It was only 2 before the trip but I had forgotten to zip tie them up and half way on the highway the car was having difficulty running smooth at 2800rpm cruise. Oh well. I'm going back next weekend to get my 60' below 2.1 and my mph too a 105. I'd like a 13.4 with these 245/50-16 all season tires. It'll get data then with wideband and everything else.

 

Great job! Considering.....

Steve

 

Nice! we damn near ran identical times, with only one run you should easily see better times than that. You REALLY REALLY need to get the wideband on that thing its freakin invaluable. With just tuning with the wideband I went 13.65@103.47 with a 2.22 60 foot .. Nya! beat you by .01! lol

But kick *** on getting out to the track. Im confident youll find much room for improvement with the wideband.

btw what are your shift points? Im also curious to know your fuel pressure and injector size along with duty cycle

 

Sweet!!! What was your 1/8 mile mph? I've was able to pull off a 8.92 at 78 mph with the carb, I'm hopin to pull the same mph and gain a little et with the better throttle response of the tbi.

 

Awesome. Are you going home for thanksgiving? If the weather holds out Im gonna try to get to the track (and assuming my car has door locks by then).

 

Glad to see somebody's 350 HO conversion worked out...

Congrats, Jon...hopefully I'll be posting some competitive track times for my 350 HO/T56 conversion sometime this century (if I can ever get it to run right...patience is a virtue)

 

Great job!! I did my engine swap about the same time you did but I have only been able to get into the low 14's based on my g-tech. Thats at 6,000 feet though, So I would probable be in the high 13s at sea level. Looking foreward to seeing how the WB02 helps with performance. I hope to get one soon and maybe get a little more out of it with tuning. then, probably need to switch to 4bb manifold and see how much that helps. Congrats.........bob

 

Dragway 42 doesn't give any mph midway, only final.
Thanks for the support guys. Honestly the time I ran was a little slower than I was hoping for. I wanted to be a 13.5 right off the bat, oh well. Looking forward to a wideband and maybe open up the exhaust cut-out. Lots of test and tuning this weekend!
I guess I should be happy with the ET considering the size tires I've got out back and the fact that I'm running a pretty heavy car as is. 3/4 tank of gas, stereo, sound deadening, beefy suspension, it all adds up. I did however remove weight from the front end. The hood is fiberglass and there is no more a/c. But again, I have edelbrocks 3 point STB, GW beefy "wonderbar", 36/24 sway bars, heavier springs, trans cooler, alston SFCs. I'm wondering how bad the slipping tranny is hurting me. I have a feeling it's taking a tenth off because of the slip from 2nd to 3rd. Also this 2800 stall 12" TC isn't helping me one bit off the line with these tiny wheels. I can power brake the car up to 2200 without the car creaping forward (bad stock brakes) but even then the tires just get roasted on even the slightest input of throttle. Check out my 0-60mph post and you can see my TPS and how low it is on launch. Maybe a 2.134 60' is the tires limit....

 

thats awesome jon...i cant WAIT until the spring comes....

-brian

 

Good job Jon. That's ashame about getting to the track. At least your car didn't take a dump your firtst run like somebody's Can't wait to see what you run next week. Shoot, with three burnt wires to replace and an exhaust dump to open up, you could be well above 105mph in the traps.

 

Went to the track today, new best time and mph and 60' but never in the same run .
It was fun and I have a few things I need to do before I go back. First thing is to get a working wideband sensor. We killed ours with silicon fumes just like I thought would happen. Talk about a bummer, especially right after I got everything hooked up and wired.
So anyways, all runs were in the same lane with the same standard procedure to see if I could make any gains with just messing around with the PE afr vs rpm and pe spark adder vs baro. The results are.... they didn't do squat, only hurt me. I did have the cut-out open but that's because the wideband adaptor I made bolted right up to that flange and I was too tired to mess with it.
I'll post the slips when I'm not so tired. Basically my best ET was a crummy hundreth better than last week, 13.658, that was with a 2.041 60' and a 102.98 mph, yes, exactly the same mph as last week, and this was my first run today. Then I was messing around with the calibration, datalogging with lockers, got 4 more pass' only to be disapointed with results. Final pass was a 13.689 with a 2.115 60' (terrible .740 r/t) at 103.19mph, best mph and best ET was with my initial burn. That's good and bad news. It's good because it tells me my butt dyno is better than I had ever imagined, it's bad because the changes I made should have netted in some obvious differences, but didn't, only hurting my times back into the 13.7 range, even a 13.8 at 101mph.
My best 60' was a 2.029 (13.816 at 100.62) which tells me I was doing something right on the launch. I still am fighting to get a sub 2 60'. I'm fighting for a lot of things but that's what keeps it intersting. Even though most of the day was a bust and the weather was crummy (mist), I was happy to get 5 runs in all while beating my friends 2001 mustang GT on every pass.
I'm tired, sleep time, post lockers data and time slip data later.

 

Hey awesome, good show. The wideband (logged of course) will show you room for improvement no doubt. As for your launch, have you considered toying with your spark advance for traction control? Might wanna dip the advance some around stall speed.

The best and most effective thing would be to get some decent tires on there though. Atleast you arent dealing with wheelhop.

 

Id also suggest a single plane and a bigger cam

 

My car is a crazy contraption. I don't know anybody else with the powertrain even similar to mine. Mostly the tri-y headers put me in a category all by myself with only a few others running tpi.
Wideband I know will help, not too much but it will.
The single plane is definatly a good idea. I've simulated a lot of configurations and these tri-y headers are doing exactly what they are suposed to do.... sacrifice mid torque for low, high is about the same. With the powerband as wide as it is I need to look into a 6 speed or swapping back to a stock stall TC. This TC just slips way to much for a daily driver.
The cam is also something I wanted to do. I have a feeling that just the 212 @ .435 is not enough. I wanted to be at the TBI's cfm limit but it looks like I'm still in the safe zone.
Tires, well, yeah. DUH!
I also think the holley adaptor plate is hurting me. It's pushed so far forward that it might be messing with the distribution. Especially since it's a dual plane AND tri-y!
My car would be a reason for individual cylinder fuel and spark trim at different rpms.

 

Tuning is about finding out what works, which often means, finding out alot about what doesn't work. Notes, and looking for trends are key.
And there is a point where you will be optimised. Sometimes thou, that point ain't what's expected.

13s in full street trim, is still enough to have fun with. Which is the name of the game for some of us.

Congrats.

 

If you decide to change out your adapter plate, I'd advise you to just make one of your own (if you can get in a machine shop)...the plate I bought from Turbo City looked horrible. It was off-center (left to right, not front to back) and it looked like they used a plasma cutter to make the thing. You could also make it so that it doesn't have so much overhang off the sides of the intake...maybe match it to the edges of the TB. Just a thought...

 

Anybody know what kind of improvements would come from getting rid of knock and gaining back 10 degrees of timing in ALL of 3rd gear . Yes, you probably guessed it, I was knocking with 93 octane. Turns out I got 2 pa3 counts and 12 degrees of timing were taken out less than half way into the run! I'll post the data in a little while, I think I can still get my 105mph in full street trim after looking at the datalog.
It happened in all 3 runs. The funny thing is how it never felt like it was pulling in top of 3rd gear, well DUH. Now the only other interesting point was that I never took OUT timing when I was doing the tuning. I had already set it up to being "safe" from the specs in the service book that came with the motor. It says to set up a mechanical dizzy 10 base @ 700rpm, then blah blah for vac and 22 for WOT by 3600rpm which means 32 total. I was running 20 in all of 3rd gear which increased slowely to 22 by the 1/4 mile mark which was at 5400rpm.
The only thing I don't know for certain is if the final SA that is in the ram, does that already have the intial spark considered and giving me my actual SA or is it the SA before initial (aka base)? I know it takes into account the bias values and all tables. I think it does take it into consideration because I have seen 38-40 degrees of timing under high vacuum and NOT in decel lean or dfco. If you then add the initial which is 8, I would be firing the wrong cylinders! So..... I think I'm going back to the track this coming Sunday :lala: .

 

Next Saturday grass hopper, next saturday

 

As for the SA value & if initial is included, best thing to do is to read the SA at idle with a light, then compare that to the log data. Any difference will show right up.

The 3rd gr knock, did it happen right at the shift point? It may not be true knock. I know that when I roll into the RS and it downshifts (700R4) the ECM picks up knock.

One thing that can be done is to increase the knock recovery rate. (I think it is called the 'knock retard decay rate'). This will help out until the culprit is found.

RBob.

 

va454ss and myself were/are experiancing the same problem. Not sure if you have the square bore or spreadbore, but we have square bores, and the design of the adapter is horrible. va454 was running lean on the front two cylinders, haven't checked mine yet. But aside from distribution problems, I would have to imagine it cuts back on flow as well. Anyways it ends up being like this as far as making your own for the 2" bores:
spreadbore=simple and straight foward
squarebore=PITA

I also agree with pablo as far as the single plane goes. I know u are more than familiar with how air flow works. Given the adapter plate there should be more than enough plenum. And the single plane allows each cylinder to draw air from both bores, thus basically doubling the #s (given plenum size).

 

Did it knock the first time out? Did you fix the wires the second time out? Weather conditions both times?