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Old 11-06-2013, 07:40 AM   #361
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Emilio when you say you detune it, are we talking about a literal software change only to achieve this?

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Old 11-06-2013, 08:28 AM   #362
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Originally Posted by mr_hyde View Post
Didn't we have RRs last year? It was fun keeping the snoopers out of the trailer and the R1R endcap on the rack was a brilliant move!
Doh, yes RR's.I was surprised to see how much snooping took place during that week. Other teams cruising through our pit abd trailer trying to figure out what tires we were running..
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Old 11-06-2013, 12:37 PM   #363
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Federal RSR's FTW.. Sad to see this car go...
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Old 11-06-2013, 12:45 PM   #364
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My timing numbers were getting lower than I was comfortable with without knowing EGTs, and adding fuel barely changed anything.
Add a lot of fuel and the power will come down. It's not pretty and there are better ways to do it, but <11:1 AFRs will knock the power down to wherever you need it to be.
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Old 11-06-2013, 12:54 PM   #365
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At what point will all that extra fuel wash away the oil film? Not that big of a deal for a sprint car maybe, but I'd think it's less than ideal for an endurance car.
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Old 11-06-2013, 01:07 PM   #366
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It's not ideal, but it gets the job done. Trying to dump 30+whp out of a BP without mechanical restriction is hard to do. After you drop the timing to ~18* and actively tune the VVT to be as far from ideal as possible, adding fuel is all you can really do. Regular oil changes are encouraged.
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Old 11-06-2013, 01:13 PM   #367
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Quote:
Originally Posted by Savington View Post
It's not ideal, but it gets the job done. Trying to dump 30+whp out of a BP without mechanical restriction is hard to do. After you drop the timing to ~18* and actively tune the VVT to be as far from ideal as possible, adding fuel is all you can really do. Regular oil changes are encouraged.
Can you cut fuel to cylinders on a rotating basis? My understanding is that that's what the RaceLogic traction control system does to reduce power. I don't know of any ECUs with that feature built in, but the code for MS2 is available, right?

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Old 11-06-2013, 01:22 PM   #368
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That's not a bad option, although I don't know of anyone doing it.
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Old 11-07-2013, 01:35 AM   #369
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Quote:
Originally Posted by emilio700 View Post
Doh, yes RR's.I was surprised to see how much snooping took place during that week. Other teams cruising through our pit abd trailer trying to figure out what tires we were running..
Defending champs get attention. Snoop as they tried but they couldn't steal our flatout!
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Old 11-07-2013, 03:33 AM   #370
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Quote:
Originally Posted by Savington View Post
It's not ideal, but it gets the job done. Trying to dump 30+whp out of a BP without mechanical restriction is hard to do. After you drop the timing to ~18* and actively tune the VVT to be as far from ideal as possible, adding fuel is all you can really do. Regular oil changes are encouraged.
What about having the VICS in the lower RPM position all the way through the power band? I bet that would help flatten the HP curve.
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Old 11-07-2013, 07:33 AM   #371
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Yeah that too, still it;s just a software change, which I THINK he is insinuating.


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Old 11-07-2013, 09:09 AM   #372
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Originally Posted by k24madness View Post
What about having the VICS in the lower RPM position all the way through the power band? I bet that would help flatten the HP curve.
I was thinking there was a squaretop on most of his builds?
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Old 11-07-2013, 01:59 PM   #373
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Originally Posted by k24madness View Post
What about having the VICS in the lower RPM position all the way through the power band? I bet that would help flatten the HP curve.
The USDM NB1 manifold seems to make the best low rpm n/a torque of any of the OEM manifolds. VICS crossover is usually set between 2000-2800 with dyno tuning. Which manifold we use depends on what the project goals are. Our 2013 PTE cars all used a USDM NB1 manifold for the extra low end torque. Since we're capping high rpm power anyway, it's better to choose a manifold that makes teh least peak power to start with. This allows more timing for better BFSC which matters for enduro.
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Old 11-07-2013, 02:42 PM   #374
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Did you ceramic coated block, intake mani, valve cover and use phenolic spacer as well in your enduro build ?
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Old 11-07-2013, 03:15 PM   #375
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Did you ceramic coated block, intake mani, valve cover and use phenolic spacer as well in your enduro build ?
Nope.
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Old 11-07-2013, 10:53 PM   #376
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Originally Posted by k24madness View Post
What about having the VICS in the lower RPM position all the way through the power band? I bet that would help flatten the HP curve.
Couldn't do it all the way through, as that would harm torque. You could open the butterflies down low as E said, then flip the butterflies back closed once you get close to the power cap, though you'd probably knock 2-3whp off the peak by doing that. On a fully-built PTE motor, you need to pull ~35whp at redline. Small drop in a big bucket.
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Old 11-08-2013, 04:24 PM   #377
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Dang.
on stock cams..
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Old 11-15-2013, 06:57 PM   #378
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I wonder how a restrictor plate would tone down whp?
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Old 04-17-2014, 12:50 PM   #379
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Bump of an old thread:

What did you use for windows in this beast if the weather wasn't cooperating? I noticed you cut out the front triangle from the door (which is what I want to do with my build too)

Tx
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Old 04-17-2014, 01:25 PM   #380
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IIRC he used these:



becauseracecar

But in all honesty, I don't think there was any provision for windows. I seem to remember Crusher in the rain at MRLS with no windows. They made me run hardtop with windows down through the torrent that weekend with stock interior and my car has never quite smelled the same since.
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