biglady112
15+ Year Contributor
- 1,871
- 390
- May 20, 2004
-
Commerce City,
Colorado
What ecu is currently in the car?
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I think I've missed some updates here. Sometime over the winter I reset the no nitrous record to 9.92 at 126. It has gone 137 I think for a best MPH, I don't remember why I lifted there. 60 foot was a 1.33, which blows my mind a bit (this was still no prep in the winter).
I then put a new thrust bearing in that poor old turbo (it needs a turbine wheel too after it ate a plug strap but that'll have to wait). The first pass on nitrous boost control didn't work quite the way I expected so it immediately smoked that new thrust bearing. Can't have nice things. We had a REALLY hard time keeping both the motor and bottle warm in 30-40 degree temps and 25 mph winds. So every pass was a compromise. But, on a totally botched pass it went 9.30 at 131 mph. That was the only one I turned the timing system for and by then I had had enough of the weather. That was a 1.25 sixty foot, also no prep (PYOP with Blue Collar Brew, my favorite). It had put up some impressive numbers on the dragy on other better passes, so I'm pretty confident it'll do what I want.
My dynoshaft shit the bed again, but I got a lot of runs with the 16g on it. I've quoted a few numbers from it, but I think the fairest estimate for no nitrous 16g power is around 475 hp dynojet. It's been a long time since I compared it to my hub dyno and virtually no one runs these. But this puts me at 11 hp per lb/min airflow, which I'm happy with. It took me a long time to break the 10x curse so that's progress.
Another interesting finding on this combo, with the M&W ignition box that has two power levels, 320 mJ was not enough for non-intercooled methanol on a 16g, it needs the 500 mJ high setting. I can NOT believe the difference that made. The old MSD box was 170 mJ (ARC2 is 189 for reference) so no wonder I had issues with that. Not all mJ are measured equally, but it's the best reference we have for relative ignition energy.
I need to change out all the injector baskets and attempt the nitrous passes in some warmer weather. In that cold weather it was hard to get even 80 hp through a 200 hp jet. I keep thinking this will be soon, but track work just eats up all of my time.
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