" Because your cylinder heads have to babysit an angry mob of pumping cylinders.."
Drag Week 2011 - BB N/A - 1977 Skylark w/455 EFI and TKO-600!
Drag Week 2012 - Street Race BB N/A - DNF on Day 6 - 1977 Skylark w/455 EFI and TKO-600!
Probably on the order of a couple minutes at most.
I could see worst case scenario 1 minute from when the car stops moving/rolling whatever. But, looking at my in car videos over 3 years just on Lee's other car, so far the guy with the firetruck and water for the drivers is literally there when the race car stops rolling.
How much of a drop in temp are you seeing with a 50gal intercooler?
and do you have a warning circuit for an intake temp spike?
Yes, I'm a CarJunkie... Is there something wrong with me if I commute 526 miles each weekend to work on my junk?
Wow! Scott, congrats on realizing the implementation of this system; it collects a lot of data for the $$$. I know that we have more in our 17 input RacePac IQ3 system ( but we do get a dashboard and a bunch of math channel outputs and g readouts). Since I only use the system once or twice a year it takes me a few hours to refresh myself just on how to calibrate the system!
It might be useful to log system (car) voltage.
I have found that it is best to calibrate the shock pots with the car on the scales in full race trim, including driver, as it is really important to maintain accuracy in these measurements. Also, if you are only sampling 100/sec., filtering will help keep you from going crazy looking at this data.
Again, kudos on developing this system. Hope to see you a SpeedWeek.
vic (#1429 B/GRMR - Hot Rod Hoodlums)
Tony, the way I tune with an intercooler at Bonneville is I shoot for a target temp which is pretty easy to achieve. In past experience I try to keep the incoming charge air temp above 50* F. What we'll do is, make a pass on the short/noob course without leaning on the motor too much, see how the intercooler is going to work with just water, then add ice from there to keep sneaking it down in temps with increasingly faster passes (hopefully anyhow, but you know how these kinds of plans usually end up). I don't have any warnings set up for intercooler temp spikes, but the EFI system is always monitoring incoming air charge temp and adjusting for it as necessary. It's pretty obvious this engine makes a lot of power on very little boost (I logged 1440 ft-lbs at the wheels at 5100rpm and 6.7psi of boost), we're probably way overkill with the intercooler we're running.
Thanks for sharing. This stuff is still a bit of a foreign language but you do a really god job or splitting it down. No real question just a thanks and keep it coming.
Well I have stopped buying stuff for cars I don't own. Is that a step in the right or wrong direction?
Spent Saturday and Sunday in Fort Worth wrapping up as much as I could in the LSR car. We finalized the mount for the in-car PC, wired it in, and got it all set up with wireless networking. I can connect to it from anywhere with an internet connection.
I also finished installing the other 3 suspension travel sensors, got both wheelspeed sensors tested and working.
The only things left to wire are the electronic boost controller but frankly, I do not expect to need it on this trip. I also have the option of either fuel temp, or intercooler water temp, or post turbo intake charge temp. That's 2 wires, we'll decide which one before we run it on the salt.
Oh and I need to order and install the Spark Fun GPS module, which is a $50 upgrade that plugs right into my IO Extender box, and gives me high speed GPS updates to our Megasquirt datalogs. That way I can calibrate both front and rear wheel speed sensors at speed during coast down (no wheelspin) on the first pass. We're not sure how much tire expansion to expect, at least how it results in a change in wheel speed compared to vehicle speed.
We're getting close!
I know you really don't need my but:
If I was to decide which of the three to datalog, given that I could only do one, I'd do post turbo IAT. It will help with determing the efficacy of the intercooler. In addition it can tell you if you are in the sweet spot of the turbo, there are calculators that can determine how efficient the turbo is based on the post compressor temperature. The Langlo's use the data for that use. Look at their thread on Landracing.
Last edited by Bob Holmes; July 16th, 2012 at 09:47 PM.
I'm still learning