Bruce's Secret Weapon
- Thread starter ac427cobra
- Start date
Here is my Road America shakedown report on the blue car.
First I must thank James Hellermann for the awesome last minute job he did on my front splitter. His SVTP user I.D. is JamesHell. He threw this thing together in a few days and it arrived just in time for me to fit it to the car. It worked fantastic. It's the first time I've experienced front aero in five years. The length of time I've run my R, sans front splitter.
But I had some issues with the car. Rear aero was completely non-existant. The car was downright scary at speed. I had to concentrate on holding the steering wheel straight. That slowed me down considerably. I know Mark Wilson and Brian Tone both warned me the Steeda rear wing wasn't going to do squat! Guess I had to experience it for myself. :rollseyes Going into the Kink and turn 12 were downright frightening. Going into one and five weren't quite as bad because they are straight approaches. G-Stream, here I come! :coolman:
The car was running hot as well. After I changed the thermostat the car ran perfectly cool for one session. Then the second session it ran hot again. I believe I have an insufficient coolant recovery capacity and that was what caused the low coolant the second run when it ran hot again. The size of the coolant recovery bottle I believe is insufficient. That will be addressed.
The engine RPM is currently limited to 6,200 RPM and the only thing left that I haven't already changed, is the engine wiring harness. If that doesn't do it I told Marv I'm putting a carburetor on the car! :dw:
I put a 14" Brembo front brake kit on the car and the braking was much better than the 13" Brembos. I'm starting to get used to manual, non-ABS brakes which was a huge adjustment for me.
It was kind of freaky when the Lexan windshield flexed in on me going into turn one for the first time. That was an eye opener!
Road America is obviously quite different from Gingerman where I had the initial shakedown for the car. Not to mention the fact that this car drives completely different than my R.
Bottom line, I ran four seconds slower than my fastest time with the R. And if I was a patient person I guess I'd be satisfied with that. I'll have to admit, I was expecting better. But better lap times will come with rear aero and more seat time.
Video camera was unfortunately unable to capture any complete footage. I believe I have some bits and pieces I can put up. The ride is just too violent for the camera. I need to work on some sort of a rubber isolated mount.
Next outing for the car at this point looks like it may be next year.
:thumbsup::coolman::beer:
PS Mike, we missed you!
First I must thank James Hellermann for the awesome last minute job he did on my front splitter. His SVTP user I.D. is JamesHell. He threw this thing together in a few days and it arrived just in time for me to fit it to the car. It worked fantastic. It's the first time I've experienced front aero in five years. The length of time I've run my R, sans front splitter.
But I had some issues with the car. Rear aero was completely non-existant. The car was downright scary at speed. I had to concentrate on holding the steering wheel straight. That slowed me down considerably. I know Mark Wilson and Brian Tone both warned me the Steeda rear wing wasn't going to do squat! Guess I had to experience it for myself. :rollseyes Going into the Kink and turn 12 were downright frightening. Going into one and five weren't quite as bad because they are straight approaches. G-Stream, here I come! :coolman:
The car was running hot as well. After I changed the thermostat the car ran perfectly cool for one session. Then the second session it ran hot again. I believe I have an insufficient coolant recovery capacity and that was what caused the low coolant the second run when it ran hot again. The size of the coolant recovery bottle I believe is insufficient. That will be addressed.
The engine RPM is currently limited to 6,200 RPM and the only thing left that I haven't already changed, is the engine wiring harness. If that doesn't do it I told Marv I'm putting a carburetor on the car! :dw:
I put a 14" Brembo front brake kit on the car and the braking was much better than the 13" Brembos. I'm starting to get used to manual, non-ABS brakes which was a huge adjustment for me.
It was kind of freaky when the Lexan windshield flexed in on me going into turn one for the first time. That was an eye opener!
Road America is obviously quite different from Gingerman where I had the initial shakedown for the car. Not to mention the fact that this car drives completely different than my R.
Bottom line, I ran four seconds slower than my fastest time with the R. And if I was a patient person I guess I'd be satisfied with that. I'll have to admit, I was expecting better. But better lap times will come with rear aero and more seat time.
Video camera was unfortunately unable to capture any complete footage. I believe I have some bits and pieces I can put up. The ride is just too violent for the camera. I need to work on some sort of a rubber isolated mount.
Next outing for the car at this point looks like it may be next year.
:thumbsup::coolman::beer:
PS Mike, we missed you!
What do you mean it is limited? A chip? Simply won't go over 6200 if you leave your foot on the floor?
Tom
Ths motor break up at 6,200. The pill is a 6,800 rpm pill so I don't know what's going on!??!:shrug:
We know the motor will run 7,500 because we spun it 7,500 on the engine dyno with a carb and distributor. The motor is good to 8,500.
Bruce,
Have you checked to see if the 6800 pill has the correct resistance? Or if anything else in the pathway with the pill has changed (ie more or less resistance) that would cause the computer to think that the rev limit is lower?
-Kevin
Have you checked to see if the 6800 pill has the correct resistance? Or if anything else in the pathway with the pill has changed (ie more or less resistance) that would cause the computer to think that the rev limit is lower?
-Kevin
Of course, I am surmising that the pills actually work off of resistance. I am not entirely sure that is how they work.
I actually was going to try a different pill just for the hell of it but I didn't think to ask Marv if he brought them to the track for me.
I was battling high coolant temps all weekend and I think that is was distracted me.
I was battling high coolant temps all weekend and I think that is was distracted me.
I would think ignition or valve train--more likely ignition. Good ground? The pill would definately be suspect. What kind of ignition?
Tom
Tom:
It's not the valve train. The motor ran on the engine dyno at 7,500.
It's definitely ignition. It's a Ford ECC, with a tuned chip and an MSD ignition box piggy-backed on top.
Have you had the new box rewired so that you can actually try it?
One way to check the pill is to just remove it. :shrug: Don't put one in, and regulate the RPM with your foot. :idea:I'm sure you can watch the tach for a second or two
oke:, around the RPM range you need to test at. ;-)
Tom:
I put the new ignition box in wired the way it should be and the RPM limit dropped to around 5,500 so I put the old one back on.
One way to check the pill is to just remove it. :shrug: Don't put one in, and regulate the RPM with your foot. :idea:I'm sure you can watch the tach for a second or two
Gene:
We tried unplugging the rev limiter completely and no difference.
I had a similar problem in my 95 street cobra with a chip, although it was at a lower rpm it would bang out. Never figured it out so I just removed the chip. I wondered if it was not getting correct contact when plugged into the EEC.
Tom
Tom
I had a similar problem at Nash. and Sebring. I had two batteries and was charging one between sessions. Even with a full batt., it wouldn't last a whole session. I found a wiring problem related to my alt.
Just my $.02 again :shrug:
I had a similar (but not exactly the same) thing that I chased for a year. This type of problem is frustrating since you can't find it in the shop. Sometimes, a dyno pull will not find it since it can't create the same load on the engine that a track can. It's discussed on C-C.com.
I don't have a computer so that wasn't it. ;-) The engine suddenly would "lay over" at about 5800 rpm while it always pulled hard to 7000 rpm. Over the year, I started throwing stuff at it: Rebuilt the Holley carb, checked fuel pressure, replaced fuel filters (both pumps), new plugs, new rotors, distributor cap, new wires, new coil, new valve springs, changed the tach and MSD chip, screwed with the timing, cleaned every ground on the car, tried a another battery......
Finally, Gary brought a proven extra carburetor, a proven distributor, and a new MSD box to the track. He went out to the end of the back straight at Sebring and listened to the car do its usual issue before the end of the straight. "It's the carb" he said. We replaced the newly rebuilt carb with his, and the car responded immediately.
We took the Holley 750 double-pumper back to the shop and still couldn't find a thing wrong with it. It went in the garbage. This race carb is on the car:
750CFM RACE SERIES Race Series Carburetor 750 CFM; Mechanical Secondary; 67200 by PROFORM
Bruce, good luck; it's probably something simple.
I don't have a computer so that wasn't it. ;-) The engine suddenly would "lay over" at about 5800 rpm while it always pulled hard to 7000 rpm. Over the year, I started throwing stuff at it: Rebuilt the Holley carb, checked fuel pressure, replaced fuel filters (both pumps), new plugs, new rotors, distributor cap, new wires, new coil, new valve springs, changed the tach and MSD chip, screwed with the timing, cleaned every ground on the car, tried a another battery......
Finally, Gary brought a proven extra carburetor, a proven distributor, and a new MSD box to the track. He went out to the end of the back straight at Sebring and listened to the car do its usual issue before the end of the straight. "It's the carb" he said. We replaced the newly rebuilt carb with his, and the car responded immediately.
We took the Holley 750 double-pumper back to the shop and still couldn't find a thing wrong with it. It went in the garbage. This race carb is on the car:
750CFM RACE SERIES Race Series Carburetor 750 CFM; Mechanical Secondary; 67200 by PROFORM
Bruce, good luck; it's probably something simple.
Bruce, you better watch out for those Z06's. They tend to blow-up right in front of you:
[ame="http://www.youtube.com/watch?v=ZLT7DjnKvnY&feature=player_embedded"]YouTube - Z06 Blows Engine[/ame]
Just remember to avoid the oil slick.
[ame="http://www.youtube.com/watch?v=ZLT7DjnKvnY&feature=player_embedded"]YouTube - Z06 Blows Engine[/ame]
Just remember to avoid the oil slick.
At our events up here they are usually the ones driving off the track!!! :lol:
As a car owner and driving enthusiasts, I feel for that guy.
However, seeing a Z06 Vette flame out, PRICELESS. :banana:
However, seeing a Z06 Vette flame out, PRICELESS. :banana:
Damn!!!!!
Saturday Auto-X times
Bruce,
I want to thank you for allowing me to win a rather sizeable wager from a fellow club NWSC member. I bet you wouldn't run a time below a 2:26 and my friend did. I told him it is hard to get a car sorted after one track event but he would not listen to me. I owe you a beer. Thanks.
Doug
Bruce,
I want to thank you for allowing me to win a rather sizeable wager from a fellow club NWSC member. I bet you wouldn't run a time below a 2:26 and my friend did. I told him it is hard to get a car sorted after one track event but he would not listen to me. I owe you a beer. Thanks.
Doug
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