4/22/2009, Tech and Test Day, Bandimere Speedway (alt. 5860 ft.) 65 deg F.
Basically had the same stuff as last year except for the fuel system. I had to pass tech, and get at least a couple runs in before going down to Kentucky……..
Racetronix in-tank pump, Aeromotive 13107 AFPR, 28 lb. injectors, M&H 7.5 in. slicks, Autolite 104's gapped to .040, full exhaust, K&N CAI, 60-70 deg. F.
Yay, passed tech inspection!
1) 14.110 @ 97.19, 2.079 60 ft.
first run of the year
2) 14.057 @ 98.81, 2.109 60 ft.
bypassed air filter
I had told myself I needed to at least run a 14.0x up here if I expected to get anywhere near a 12.99x at sea level, so that run built up my confidence a bit. As the years go on, you have to figure wear and tear will take its toll.
Two days before starting on the trip, I started having electrical problems--lights dimming, etc. I had just replaced the alternator with a rebuilt from Autozone last year, so the warning signs were familiar. It was still under the store warranty, and I got a free replacement, brought it back home and installed it. Then I noticed there was a slight wobble when I gave the pulley a spin. Rats! Back to Autozone, traded up to a brand-new one, brought it back home and installed it. Other than that, no other major prep was done.
It’s kind of neat when you’re driving east through Kansas and get close to the Topeka area. During one long stretch of I70 there, it’s like the car just plunges into a region of rich, dense air. The vacuum gauge drops a few points deeper, the wind resistance is a bit more forceful, sounds are brighter and seem louder (after your ears pop) and the car’s idle gets more “powerful.” This is a lot for the PCM to contend with over a span of a few hours. Not unusual for the car to stall pulling off into a gas station. Normally when I get to Kentucky I just disconnect the battery overnight, reset fuel trims the next day.
5/09/2009, O’Reilly Sat. Night Racing, Beech Bend Raceway Park, 65 Deg F.
When I was out here last September, I found that the setup was at its limit as far as providing enough fuel for the available airflow. So the plan was to keep it in street trim -- running full exhaust and air filter, and add timing in small increments. I started with 18* timing at WOT, compared to 15* at WOT on my previous best run.
1) 13.245 @ 100.96, 2.025 60 ft.
Lost just a bit of traction here. The small-diameter slicks are tricky to hook up, I have to ease out then nail it at the right time. Hard to say if the D.R.’s would do any better under the same conditions. Beat previous best by a few hundredths.
2) 13.093 @ 101.04, 1.932 60 ft.
When I got within a couple hundred feet of the finish line, there was a terrific shock and shudder coming from the front wheels/axles, almost felt like I blew both tires or something -- scary as hell…. It happened so fast I can’t remember if I reflexively got off the throttle or not. Then I got the slip and saw the time, and thought, OK, that’s enough for tonight. But, no! They got my car # wrong on the slip. I would have to run another pass to back up the time.
3) 13.099 @ 101.64, 1.941 60 ft.
Well, it’s not a 12, but it did back up the other time with a 13.0xx, and the car made it down the track without incident. "Load it up, drive the 90-plus miles back to Fort Knox, consider yourself damn lucky…"
266 timeslips, and counting.........................
somewhere in Kansas.....or maybe Missouri
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