Last updated: 2/26/01
(back to main page)

Pictures

Rear view with Brullen muffler+plug Splattered with mud after spin 3/4 view of mud splatter On the Jefferson Circuit In traffic on the Jeff. Circuit Me and the SE-R Down the track In the staging lanes Backside view 3/4 rear view Front view w/ bra
by: me (1999) by: me (10/2/99) by: Kieran Lavin (10/2/99) by: Pat Griffith (6/27/99) by: Chuck Reyes (6/27/99) by: VW Golf owner (11/17/96) by: Pat Griffith (11/17/96) by: me (1997) by: me (1997) by: me (1997) by: me (1997)

Info
The car:Nissan Sentra SE-R, 1993 model year, made 3/93
Purchased:9/96, $7,900 used from Brown's Fairfax Nissan, 28k miles
Color:Charcoal-grey(peeling and inconsistent)
Technical specs:See here for some specs and history of the Sentra SE-R.
Power mods:JWT ECU, The Place Racing's cold air intake(wet/dry), Hotshot ceramic coated header (1997-98 gen), Stromung b-pipe, Brullen dual-tipped muffler, Timing set at 17 degrees BTDC(93 octane gas), JWT pressure plate.
Tires, susp., brakes, and safety:AutoPower 4-point roll bar, Tenzo STB, Bridgestone Potenza RE-71 195/55R14 tires, Porterfield R-4S front brake pads.
Other: Revised chain tensioner, MAF re-ground
Current miles:97.5k miles
MPG:Fluctuates from 24-32 mpg, depending on the mix of hard/calm, highway/city driving(mostly highway)

(See other SR20DE timeslips on [Mike Mager's old page] the www.se-r.net timetable page)

My 1/4 mile times:

Note: You probably think I'm crazy wasting my time entering all these numbers into tables, but it's more for my benefit, to see how the modifications are helping and how different launch techniques score different 60 foot times, etc. Also, the actual timeslips are so annoying to keep organized; the wonders of HTML make it so much better. Displayed in reverse chronological order.

Best 60' foot2.153
Best 1/8 ET9.476
Best 1/8 MPH75.50
Best 1/4 ET14.734
Best 1/4 MPH93.61

Note: times above are not necessarily during the same run

Nov. 4, 2000 at Summit Point Raceway (main track): Same mods, AutoPower roll bar, Potenza RE-71 195/55/14

Cool overcast day, 50-ish degrees. This was my first outing on the main track, so it was somewhat intimidating. I went out with the intermediate run group, which was a mistake being that it was my first experience on this course, so I had yet to learn the line. I held up a lot of traffic the first run (waving them by each as fast as I could :)), but was able to learn the line and do better the 2nd and 3rd run. Building up to 100+ mph down the main straightaway and braking for turn 1 was very hairy, something I'm still not used to. Can't wait to be on track again! Ran cold tire pressures at 40 psi equal front and rear.
August 25, 2000 at Capitol: ECU, CAI, header, exhaust, adv. timing, front pass. seat out
R.T.60 ft3301/8 E.T.@MPH1000E.T.@MPHNotes
1.21242.20686.23179.551412.411914.8562@92.6692bog, exhaust plug in!
1.00492.36366.37319.714812.597515.0496@92.0480hop & spin up to 5k rpm, let off gas then back on
0.69882.33546.37919.728012.605215.0545@92.1693clutch slip/spin
First time drag racing in over a year. Temps were cool, low 70s, maybe upper 60s. The car felt good, but I've lost my familiarity with the light tree and launching. Another day at the strip and I think I would have a handle on it again. Tires set at 26 psi warm. The first run surprised me, I really did not expect a 14.8 @ 92 mph ET. The second two runs are interestingly similar after the 60' mark. Again, this track makes you drive through the water box -- I try to spin off as much as I can before running, but it's not ideal.
October 2, 1999 at Summit Point Raceway (Jefferson Circuit): Same mods, Yokohama AVSi 205/55/14
Time trial: 1.09.27
June 27, 1999 at Summit Point Raceway (Jefferson Circuit): Same mods, Yokohama AVSi 205/55/14
Time trial: 1.07.4
June 18, 1999 at MIR: ECU, CAI, header, exhaust, adv. timing, front pass. seat out
R.T.60 ft3301/8 E.T.@MPH1000E.T.@MPHNotes
.7252.3036.3289.634@73.8212.48814.912@92.54spin/hop, exhaust plug in
.7002.3036.3179.608@74.2012.45014.867@92.89spin/hop, took plug out
.7792.3176.2889.564@74.5612.39914.809@93.03spin, a little hop
.7272.3146.3459.646@74.2812.48414.900@92.68bog, torque steer, stayed in 3rd gear
.7682.2906.2899.569@74.7012.39314.841@87.78spin, little hop, lost 1st round on 14.90 dial-in
This event was a little disappointing, because I had wanted to hit 14.7xx and say that it's still in me. The 3rd run was close, but not quite good enough, like getting an 89.4% on an exam. At least I was consistent. The first run was made with my Expand-Tite rubber/metal expansion plug, which I use to plug up one of my exhaust tips to reduce sound (it works). I left it in there by accident, although I've always wanted to see its impact on performance (not much). I forecast that trips to MIR will be fewer from now on, because I've tasted road racing (a school/track day rather), and will save up for that. Good for my transmission and clutch, bad for my brakes and tires.
May 23, 1999 at Capitol: ECU, CAI, header, exhaust, adv. timing, front pass. seat out
R.T.60 ft3301/8 E.T.@MPH1000E.T.@MPHNotes
0.63242.38426.44909.7744.15.0983@92.1164ok launch, 2.1-2.5k
0.74072.28256.32639.6578.14.9939@91.7300.
0.74872.27866.22899.6521.15.0918@91.3652misshift into 3rd
0.87712.29216.33509.6643.15.0459@86.6840brackets
????.14.90@88broke out, lost timeslip
This was Capitol Raceway's 2nd Annual Import Race. Not a huge number of cars, but the crowd was slightly more serious than the majority of the MIR crowd. 80+ degrees. 18 psi. I used ice, and kept it on the engine during the runs (used a t-shirt to soak up the water). Last year I was able to attain a 14.79 ET, but that luck evaded me this time.
May 21, 1999 at MIR: ECU, CAI, header, exhaust, adv. timing, front pass. seat out
R.T.60 ft3301/8 E.T.@MPH1000E.T.@MPHNotes
.4592.2486.2729.591@73.4212.45914.898@92.044th round cont. from last wk; tire,tools,junk still in car
.7812.2966.3369.653@73.7312.51214.952@91.92Time trial, vs. Tim Frank
.6512.2496.2629.570@73.9712.42314.862@91.78Won 1st rnd on 14.90 dial-in, double breakout
.6912.2946.3119.603@74.4012.44314.873@92.29Lost 2nd rnd to a Pinto station wagon 20.25 dial-in, ran a 20.298 on a .571 reaction; me a 14.85 dial-in and .691 reaction--damn!
70 degrees early on, then 60s after sunset. 18 psi in front tires. No headwind like last time. New fuel filter (Purolator...hmm) and just cleaned my K&N filter. I didn't use ice on my valve cover this time. Launches are much better with respect to wheel hop, because I inserted rubber spring spacers in my rear springs, two each side. 60' times are all in the 2.2x range, which is more consistent than the 2.2x-2.3x w/ violent dash shake I've been dealing with the past few times. My first run of the day came right as I arrived (late, just came from a final exam). It was a continuation of last week's brackets, round 4. I didn't have time to cool my engine from the long drive, nor time to empty out my car. I dialed-in a 15.20 to compensate for the hot engine and extra weight. Too jittery from all the exam tension and round 4 expectations, so I redlighted (premature elaunchication!) I was pissed, so I shifted quicker than usual, leaving no error for mis-shifts (e.g. if shifting from 3rd to 4th I accidently gated 2nd, my engine would've seen God). Amazingly I pulled a 14.89, a time comparable to a cooled-down, car-emptied run. For some reason, I couldn't muster the same quick shifts on the later runs. I think back in my "14.7" days, I shifted quick, but no longer (getting old?).
May 14, 1999 at MIR: ECU, CAI, header, exhaust, adv. timing, front pass. seat out
R.T. 60 ft 330 1/8 E.T.@MPH 1000 E.T.@MPH Notes
.7652.3136.3179.628@73.6412.49814.962@90.882.5k launch, slight hop
.6562.2956.3079.595@74.7112.44515.004@84.881st rnd brackets, wheel hop
.6762.2916.2949.598@73.8912.45314.968@83.62slip launch, still a little hop
.7002.2846.2869.585@74.0912.42814.919@84.41slip launch, still hop
Just installed the old generation Hotshot header. Seems to be equivalent (look at 1/8 ET and MPH because of brackets for last 3 runs) to the old gen. Stillen 4-2-1, at least for quarter mile drag racing. There was a slight 5-10 MPH headwind, but I don't know how much that affected things. 50-60 degrees. Clutch cable adjusted all the way towards the firewall-end; my clutch still grabs off the floor!---So I tried slip-launching, which worked a little better, but I have to experiment to get it down right. I don't think I'll go back to drop launches until either the cable stretches a little, or the clutch wears. 18 psi in front tires.
April 16, 1999 at MIR: ECU, CAI, header, exhaust, adv. timing, front pass. seat out
R.T. 60 ft 330 1/8 E.T.@MPH 1000 E.T.@MPH Notes
.5412.3066.3409.653@74.0712.50014.923@92.68wheel hop, 3k launch
.6552.3126.3669.681@73.9912.54515.360@72.471st rnd brackets, wheel hop
.7422.2566.2619.567@74.2012.40814.839@92.44won 2nd rnd, wheel hop
.7222.2316.1769.476@74.2212.32214.994@77.47won 3rd rnd, wheel hop
.6692.3196.3589.669@73.8012.52514.958@92.21won 4th rnd, violent hop
.7512.3126.3359.623@74.6912.44614.858@92.95broke out, wheel hop
About 60 degrees F, probably into upper 50s by last runs. Gas tank pretty much empty (filled up 12.22 gal after the event). 21 psi in front tires. My 8,000 mi. old clutch is still making it hard for me to launch smoothly. I almost miss my old, slipping stock clutch, as that made for truly easy and excellent launches. The other factor is these Yokohama AVS-I. Being a 205/55 size compared to my old A509 195/60 should be helping, but it's not. Supposed to be a stickier tire, too. Every single launch was accompanied by alarming wheel hop; the kind of hop that makes it seem like your dashboard is going to crack, or your transmission, or axles. Twice my wipers came on because of the hard launches, and my fuse access cover kept falling out. Pisses me off. The big pisser is when I launched on the 4th run, and a new leak sprung in my flexpipe, making my car sound very buzzy. F*ck! I might as well order a new header :(
November 15, 1998 at MIR: ECU, CAI, header, exhaust, adv. timing, front pass. seat out
R.T. 60 ft 330 1/8 E.T.@MPH 1000 E.T.@MPH Notes
.7802.4456.4409.740@74.4912.58915.026@92.11violent wheel hop, pull to left
.6912.3056.3119.609@74.5712.45514.884@91.94severe wheel hop
This was the World War III event; I was disgusted by every aspect of it, including my driving. This was, to date, the most congested event I've been to. Imagine a 400-500+ car import event, throw in 200 domestics, and you get the idea. We got there late (hoping to just roll up to the gate and get in), but even at noontime a line snaked all around from the spectator gate to the racers' gate. My first run came after 4 hours of waiting. Launched, car pulled to the left (hello LSD? Hello?), dash shaking and all, a horrible 2.445 60' time. The second and last run came in the bracket eliminations. I dialed-in a 14.70; a 14.70 or bust (I was determined and confident to beat Pat G's 14.72). Again a horrible launch, if not for the wheel hop I would've laid the power to the ground in 1st and end up with a 93+ mph trap speed. I was expecting 94 MPH at this event because of the 60 degree temps as opposed to summer's 90+ degree temps (when I got 93.61 MPH). I attribute this to lack of practice and new tires. These were Yokohama AVS-Intermediate 205/55ZR14s, which should've exceeded the performance of my previous A509s in a slimmer and taller size (195/60). My guess is the track wasn't as sticky, neither were my tires, at these temps. Damn. My interest in the SE-R at the drag strip has not waned, not until I make a pass at good power-making temps (less than 70 degrees), because I know I can do at least a 14.6x if I am able to do 14.7 in the summer heat. One thing is for sure: you'll not see me at any more NIRA sanctioned events, not until they make separate classes for 4 cylinder cars.
Sept 6 at MIR: ECU, intake, headers, exhaust, adv. timing, front seat out
R.T. 60 ft 330 1/8 E.T.@MPH 1000 E.T.@MPH Notes
.3972.3516.5119.879@73.3512.77615.236@90.88.
.8062.3246.3329.631@74.8012.46914.883@92.75.
.8622.3076.4009.713@74.6212.55914.978@92.54.
.7902.2896.3589.653@75.0612.48514.884@93.20.
Sept 7: Same as above, except entire CAI in place
.6572.3776.68910.237@69.3013.26915.831@87.58intake loose at TB
.9872.4137.09410.826@66.3714.00816.678@84.01intake fell off at TB
.8472.2936.3089.588@75.2712.41414.816@93.29fixed intake, back in business!
.8082.2596.2879.557@75.5012.37314.765@93.61Won Nissan/Toyota n.a. class w/ this run
This was the EIP Tuning/Toyo Tires Import Shootout, held over the Labor Day weekend. I just recently installed a new JWT pressure plate and Nissan clutch disk. Temps were HOT; 90-100 degrees, making me feel dehydrated and sick even though I drank literally gallons of water and tried to stay in the shade(as if there was any). Sunscreen lotion only helped with the skin, but not the queasiness. The first day, I didn't have my lower CAI tube, thus the only slightly slower times. Doesn't make a huge difference. Both days, we went through many bags of ice to help cool down the engine. At the beginning of the second day, I must've jarred my intake tube loose while installing the lower tube, because I experienced an extreme loss of power during the 1st and 2nd runs. During 2nd run BTW, I was so close to being beaten out, but beat impressive odds when my opponent--A mid-late 80s Corolla GT-S SR5 running flat 15s!--broke right before lining up. I won that elimination round by default (with a 16.6 ET, no less). Panic had set in, but was quickly calmed when I found out it was just a loose upper tube. Won the class by beating Dave Afzal (sorry Dave), but no matter--the prize was only a trophy and $100 DPR gift certificate (for headwork only).
July 26, 1998 at MIR: ECU, CAI, headers, exhaust, adv. timing, front pass. seat out
R.T. 60 ft 330 1/8 E.T.@MPH 1000 E.T.@MPH Notes
.6482.2436.1569.541@72.0212.45014.912@91.33Power-shifted, mis-shift -> 3rd
.4952.1976.2539.578@73.9012.44614.891@91.66Lift-throttle shifting here and below
.8462.2836.2229.506@74.6712.33214.745@93.12Ice bag on intake manifold during run
.5802.2936.3489.657@74.2812.50514.941@92.05No cool-down time from 3rd run
.7032.2826.2569.544@74.7312.38315.017@77.721st round bracket racing
.7412.2506.2339.512@75.0012.32714.774@88.69broke out, $#!@#
Temps were in the 80s, mostly sunny all day. I tried power-shifting on the 1st run because the bump-stop was set at 14.58 or something; I thought maybe I'd make it. I ended up botching that one because of a mis-shift, so I dunno. My 330' time was 6.156; I rarely get 6.1xx, so maybe next time I'll power-shift the 1-2 shift and lift-throttle the 2-3, 3-4. Best of luck to my transmission and clutch. I qualified 19th out of 87, pretty good but not good enough considering only the top 8 have a shot at a cash prize. This bracket racing part was one of the most psychologically scary moments I've had. I was the first to pull back into the staging lanes for 2nd round. This guy in an Integra GS-R with a 14.86 dial-in (mine was a 14.95, for some room to play with) pulls up next to me. We sat at the head of the staging lanes for about 1/2 hour, with me wondering what his dial-in strategy was. I had no idea how my car was going to run, as I'd run out of ice for cooling. Finally, we went, and he cut a better reaction time by almost 2/10s. I went all out until near the end when I decided that I had what felt like a nice run, and let off the accelerator. He flies past me and I'm hoping he broke out. A split-second later the announcer blares "We have a double break-out!" and I'm thinking yesss, he broke-out first. Doh. Apparently, whoever breaks out the least from their dial-in time is the winner, not who breaks out first. Damn. He ran a 14.801@91.76, me a 14.774@88.69.

July 24, 1998 at MIR: ECU, CAI, headers, exhaust, adv. timing, front pass. seat out
R.T. 60 ft 330 660 MPH 1000 E.T.@MPH Notes
.4172.3466.4969.85273.1412.74315.203@91.01"stall-bog"
.3542.1536.1849.48174.4112.31714.734@92.82Car had cooled for ~2 hours, bog
.5762.2036.2069.49774.75  1/8 mi. drag only, spin launch

A friend who drove my car previously remarked that my clutch slipped on high-RPM, hard-throttle shifts. I observed this and it does indeed slip, thus the lack of my spinning my tires in 2nd or 3rd gear down the dragstrip as other SE-R draggers experience. After running tonight, I concluded that my clutch has been slipping like this for a long time now, and I've never noticed this. Talk about dulled senses, huh? In any case, I imagine this slipping-under-power is helping me off the line, as my 60' times are great, for street tires. Also, the addition of the JWT ECU probably accounts for this best ET so far. Other things I've done to my car recently are: re-grounded the MAF sensor, installed the revised chain tensioner, and put in a new clutch cable. Don't know if any of these had an effect. 80+ degrees at 1st run, dropped to between 70-80 by 2nd run(in addition to the car cooling down for 2 hours in the staging lanes), and 60-70 by the last run. Track officials changed the format to 1/8 mi. drags after it rained on the track for 1/2 hour--they dried the track and resumed the event.
June 12, 1998 at 75-80: ECU, CAI, headers, exhaust, adv. timing, seats out
R.T. 60 ft 660 E.T.@MPH Notes
0.4842.3639.82215.168@91.473wheel hop
0.7572.2509.87215.338@90.338bog
0.8012.3079.91215.283@91.597bog
0.7672.3129.82215.162@91.519spin
0.8562.3849.83115.156@92.169.
0.7832.2689.77315.103@91.904.
0.7022.2249.72115.060@91.8014k RPM good launch
0.6952.2439.63514.931@92.353after 45 min. cool-down
0.6312.2599.80615.131@91.917.
0.7322.2799.74815.068@92.271.
0.6332.3449.77315.153@90.657Put on Kumhos. spin
0.8382.2079.71915.141@90.605better launch
0.7142.2479.81515.223@90.6194.2k slip launch
0.7272.1749.64215.030@90.9624.1k awesome no spin no bog
0.5492.3029.75815.162@90.591.
%$!%!$%!!! I hope it was the 100% rel. humidity, or the Chevron gas not agreeing with my car, or something. I installed a JWT ECU just a week ago, and felt no performance increase with my butt-dyno. I assumed that this was because I had already been driving around with 17 deg. timing, and the ECU only gave me a subtle power increase. I am still confident the ECU will net me at least a .1 decrease in ET, given the proper weather conditions. 75-80 degrees F.
May 30, 1998 at 75-80: CAI, headers, exhaust, adv. timing, seats out
R.T. 60 ft 660 E.T.@MPH Notes
0.7372.60010.61216.127@89.02friend in car, "stall-bog"
0.9042.3109.89115.256@91.17.
0.6582.2909.73715.108@91.104k launch, spun
0.8212.2419.81915.216@90.683.5k
0.5802.2559.65815.001@91.54.
0.5982.3129.86515.231@91.07.
0.7542.2609.83715.224@90.703.5k
0.6432.3059.73915.104@90.773.7k
0.7252.2169.63414.962@91.813.7k, good launch, cooled before
1.3322.3099.71115.035@91.69.
0.6782.3539.79015.137@91.27spun thru 1st, spmax rmved
0.7762.2269.74515.087@91.46good launch
0.6562.2569.75115.076@91.70good launch 3.3k
0.7902.2889.71815.041@91.66.
0.6852.3649.72015.050@89.18bracket racing dial-in 14.95
0.7692.2669.80115.138@91.58.
0.5432.3529.98615.377@90.99.
You could say I got my "money's worth" with all these runs. Thing is, it was so roasting hot (90s) that my car wasn't running like it was the first night I ran at 75-80--also running it back-to-back for most of these runs didn't help. Less than 1/4 tank gas. The track was ridiculously empty. I believe there were only 40+ cars running at this event, the track officials had to wait for people to pull up at some points during the day.
May 22 at MIR: CAI, headers, exhaust, adv. timing, seats out
R.T. 60 ft 330 660 MPH 1000 E.T.@MPH Notes
.4842.3286.5329.92372.4712.83015.288@91.04"stall-bog" 4th@7600 26psi
.6892.2116.3249.67873.1912.55815.000@91.64bog
.6202.2606.4119.76873.1012.65015.095@91.71bog 4th@7100
.7212.2546.2909.61973.7012.48214.925@91.74rev lim., 3500, spin, 4th@7100
.4392.2626.3599.70073.4312.57515.076@88.69spin, misshift 4th
.8162.2296.3409.71872.6912.62515.149@84.06bracket racing dial-in 14.90
.5892.3936.70010.09772.5313.00015.455@91.29spun thru 1st, bog 2nd
.4892.2116.2449.58973.3912.46614.925@91.24.
80s, then 70s, probably 60s by time of last run. Last run was against the friendly guy in the Camaro Z28, who went on to win the entire bracket race because I redlighted--by .011 of a second. Blah.
May 15, 1998 at 75-80 Drag-a-way: Cold air intake, headers, exhaust, adv. timing, seats out
R.T. 60 ft 660 E.T.@MPH Notes
0.9392.1929.64915.016@91.55840 psi, clutch slip launch(no spin), 85 deg.
0.4832.2159.57514.878@91.91326 psi, dump launch, 4th@7100RPM
0.3752.2129.52914.809@92.4243500RPM launch, 75ish deg.
0.5122.2599.55814.831@93.1684000RPM launch, 4th@7400RPM, 70 deg.
First time at this track. Good track surface, easy to grab at least a 2.2x 60' time every run--probably cause it was test-and-tune night, several dragster type cars and plenty-a-muscle-car laying down hot rubber at the starting line. My friend and I were among a total number of imports numbering probably less than 10 (out of 100-150 cars). As a consequence we had many bystanders and racers approach us and ask what the hell was making us run so fast--it was great; people confused me with my friend and vice versa, as we both have grey Classics. There were also a few people in domestic (street cars) showing up mediocre times, e.g. Impalas in the 15s, a few Mustangs in the 15s, etc., making us look better. In addition, my jumpy reaction times during each run compared to each competitor's reaction(ranging from 0.8-1.0) made it look as if I was winning each race up until the second eighth(their ETs from 12.47 to 14.5). It was interesting to see an A/T Mercedes AMG C36 there, it ran in the high 14s. I ran with a little less than a half-tank of gas.
April 17, 1998 at MIR: Cold air intake, header, exhaust, adv. timing, seats out
R.T. 60 ft 330 660 MPH 1000 E.T.@MPH Notes
.5232.3406.76310.26071.0013.22015.723@89.63shifting probs(2nd)
.6722.2466.3429.68373.7512.55414.997@91.74wheel hop
.8022.3066.4789.85072.9512.75615.228@90.54bogged @ launch
36 psi for first run; 26 psi for 2nd and 3rd. We got in three runs before the event was rained out. MIR is cool in that they give full credit for entry into your next visit in case of a rain-out. Still can't get my launch down pat. Around 70 F initially, 60s by time of 3rd run.
March 29, 1998 at MIR: CAI, header, exhaust, adv. timing, seats out, 25 psi front tires
R.T. 60 ft 330 660 MPH 1000 E.T.@MPH Notes
1.1022.2506.3759.81670.6112.77315.244@90.97shifting probs(3rd)
.7172.3586.5339.88873.2812.76315.201@92.11Bogged at launch
.5882.1936.2239.55273.5512.41314.973@79.85Braked@end
.6432.2106.2489.57173.7412.43514.879@91.37Let up on gas@end
The first two runs(practice runs) discouraged me a bit; so I dialed in a 14.90 ET, which I thought would be safe, for the bracket race. Funny, the bracket race starts and then I begin driving well. The fact that I managed a 14.97 even with the braking at the end from ~90 to 79 mph makes my head hurt, because I wonder what I would've done had I gone all-out. Might have been a new best ET. Oh well; I need to learn consistency. Track temps were hot, felt like summer. 80-85(?) degrees F, dropped a few degrees for the last two runs.
February 22, 1998 at Capitol: Cold air intake, header, exhaust, adv. timing, seats out
R.T. 60 ft 330 660 1000 E.T.@MPH Notes
0.73712.28346.3325n/an/a15.0093@?37 psi in front tires(!)
0.75142.3536n/a9.756912.600215.0301@?37 psi
0.69752.32466.36169.680812.524814.9495@?26 psi, spun thru 1st, hit rev lim
0.67072.19926.20579.517512.366014.7973@?26 psi, nice launch
I told myself I wasn't going to come to this track again, but hey, it was the beginning of season and I had the racer's itch. Again, you can see their track sensors aren't working right (no 1/4 MPH readings at all!) They still force you to drive through the waterbox. Track degrees were around 50-55 F early that afternoon, then probably dropped 5-10 degrees by the last run. I forgot to lower my tire pressures for the first run, and I was surprised by the results(2.28 60', as good as my 60' at MIR) that I decided to stay with it. Disappointed by 2nd 60', so tried 26 psi. Botched that 3rd run's launch. Bam! I like that last one. Too bad it was the last run. Very close to my best time so far.
November 2, 1997 at MIR: Cold air intake, header, exhaust, adv. timing, seats out
R.T. 60 ft 330 660 MPH 1000 E.T.@MPH
.7622.4496.4919.81974.0012.67615.099@92.44
.7632.2896.2269.51974.6312.35914.778@92.51
.6742.2646.3329.66073.9212.52214.954@92.04
.6742.5146.5729.89673.9512.76015.194@92.10
The cold air intake from Place Racing works pretty well, even though I'm only using half of the system(from the MAF to the filter). I could not launch the way I wanted to on any of these runs. The first and last runs involved horrible wheel hop, causing my dash to shake violently. The middle two were better, but still spun through all of first, only achieving full traction upon shifting into 2nd(lift-throttle). I hope that this is a result of the improved OTL torque due to the cold air intake drawing air from around the bumper area. In any case, I'll have to refigure out how to launch well--First run I launched around 3700 rpm. The second and later runs I tried 3500. The first two runs were with fronts at 32 psi. Then I dropped them down to 26 psi to try to stop the wheel hop. This didn't work, but could not make further runs to see what would work. Interestingly, the first run was made without the cold air piping. It seems almost as if the CAI isn't what made a difference as much as the launching, shifting, etc.--notice the nice MPH for both the 1/8 and 1/4 on that first run, just about as good as that of the CAI runs. I am still wondering what ET I might've gotten if I had my usual 2.2xx 60' time running without the cold air intake. This was with the plain K&N(not the POP charger) attached to the MAF. Also, my reaction times look suspiciously strange, e.g., their uncanny sameness. All runs were taken without passenger seats, bare trunk, fuel gauge showed near empty. Temps ~60 F, then ~45-50 F later.

Day 1: August 31, 1997 at MIR: Intake, header, exhaust, adv. timing
R.T. 60 ft 330 660 MPH 1000 E.T.@MPH
.424 2.292 n/a 9.889 72.23 12.818 15.296@90.36
.447 2.263 6.403 9.800 72.35 12.720 15.182@91.09
.650 2.279 6.465 9.858 72.58 12.772 15.232@91.09
Day 2: Sept 1, 1997: Same as above, removed seats for last three runs
.689 2.288 6.497 9.922 71.77 12.863 15.347@90.18
.778 2.365 6.613 10.054 71.43 13.010 15.502@90.18
.448 2.337 6.391 9.779 72.35 12.705 15.175@90.91
.557 2.226 6.285 9.643 73.17 12.536 14.993@91.28
.565 2.348 6.463 9.814 73.41 12.691 15.128@92.21
.518 2.277 6.326 9.690 73.05 12.590 15.083@87.55

Wow, I'm just as surprised as everyone else. I was disappointed going up to the race, because two days earlier I had gotten "poor" times(see Capitol below) and expected to do similarly. Also, it was hot and humid as hell, 80-90 degrees with the sun present both days. Trusty Yokohama A509s with 26 psi in the fronts. Last run's trap speed is low because I let off the gas(albeit too late, breaking out faster than my dial-in). Passenger seat and rear seat were taken out for the last three runs, you can see their effect on the 1/8th mile speed, 1/4 ETs and trap speed. This track's launch surface is great, they apply a traction compound on it. If you get suspiciously low ETs at your local track, try another one, it may just be that your local one is "slow".
August 29, 1997 at Capitol: Intake, header, exhaust, adv. timing
R.T. 60 ft 330 660 1000 E.T.@MPH
1.35212.57416.844110.3036 sensor15.7843@90.0335
0.95472.41726.662410.1234 messed15.6190@89.8458
0.71962.38896.649110.1116 up15.6054@89.8698
0.60422.28546.50409.9588 12.930515.4454@89.9068
0.63142.32646.549610.0121 12.989015.5072@90.1628
This track sucks. They hose down just about the entire asphalt with water such that you have no choice but to get your tires wet--that's great if you have slicks and want to do a burnout, but sucks for me. Their sensors mess up most of the time, and they don't record a 1/8th mile speed. The night was cool, about 70 degrees, so there's no excuse on my part for the slow times--all the track's fault(look at my MIR times above). Their staging order is questionable, seems almost random. I probably won't run at Capitol anymore.
May 11, 1997 at MIR: Intake, header
Run # R.T. 60 ft 330 660 MPH 1000 E.T.@MPH
1 0.535 2.504 6.954 10.656 65.69 13.865 16.567@83.64
2 0.721 2.348 6.632 10.197 68.81 13.291 15.939@85.07
3 0.655 2.302 6.629 10.187 68.81 13.267 15.900@85.23
4 0.825 2.320 6.581 10.102 69.34 13.143 15.703@87.89

Bleh. I tried experimenting here, because I already had a bunch of times with my intake and header--same mods this time. For runs 1,2,3 I shifted into 4th, I can't remember which RPMs I tried shifting at. Apparently, my car isn't powerful enough to necessitate shifting into 4th ;) Resulted in lower trap speeds and ET. Run #1 was taken with a 150 lb. friend with ~40 lbs. of stuff, but with a horrible launch. Run #2 was taken with just ~40 lbs of stuff plus another friend's spare tire. Run #3 was taken with that stuff removed--no difference! This data shows me that a small amount of weight doesn't seem to hurt performance [changed my mind later...it does matter]. Likewise, it would take a fair amount of weight reduction to make some noticeable gains. I need more experimental runs like this to be 100% sure, it could just be that run #3 was poor. [that was the case]

Mar 23, 1997 at MIR: Intake, header
Run # R.T. 60 ft 330 660 MPH 1000 E.T.@MPH
11.1982.3866.74710.26969.55 13.30415.886@86.87
2.6622.4496.95610.58167.26 13.69816.298@87.04
31.2212.3876.70310.21469.77 13.23815.773@88.76
42.4302.4066.72210.26168.91 13.31515.884@87.55
5.7642.3596.57810.07869.55 13.11715.664@88.58
6.4202.5636.79610.26570.31 13.25715.900@81.37
7.5582.3536.64210.170 69.1213.22315.783@88.06
8.8922.3376.58110.074 69.8713.09415.626@88.93

The Stillen header had just gone in the day before. If Capital Raceway's timing is in sync with MIR's, then the header didn't do a whole lot. What I can say is that, in comparison to the 11/17/96 race, the intake, header, and more experience accounted for about a 0.6 sec increase. Not bad, but not good either :) People say I should get an exhaust ASAP, since that's usually done first or second anyway--I'm researching a system now. I did not powershift, as I wanted to compare my times with the 11/96 times--except on run #6. The 1/8 MPH is higher than all the others, so powershifting helps a bit. That was the _bad_ run BTW. Accidently deep staged, red lighted, spun through first, and then: CRUNCHHHHHH GRRIIIINND when I tried to shift to 4th near the end. I had to stomp the clutch pedal back in and just ended up coasting through the trap. :( That right foot urge I mentioned before messes up my coordination. My consistency has gone to hell compared to 11/96. ~50 degrees, A509's at 25 psi fronts, gas tank 1/4 full, then 1/8 near the end. Spare tire removed, light load. No more powershifting for me.
Mar 7, 1997 at Capitol: Intake
R.T. 60 ft 330 660 1000 E.T.@MPH
1.09562.5486n/a10.2779 13.325415.8974@88.0480
0.91372.39256.714410.2824 13.350915.9363@87.9109
0.76402.3978n/a10.2368 13.269115.8321@88.4326
0.81392.4471n/a10.4713 13.573116.1780@86.9792
My last two runs were botched by the confused girl in the timeslip booth
*On my fourth run, Ken Woods had just explained powershifting to me. My brain-foot coordination was all messed up as I tried to resist the urge to lift my right foot during shifts. I wish I had the timeslips for the last two runs, to see if I improved times by powershifting.
*I ran with a Stillen intake, the same lightly worn Yokos, 27 psi in the fronts, and launched with a clutch slip/modulation starting at ~3500 rpm. I am not certain that the intake helped much, as I hear that this track[Capital] is "faster" than MIR's. Temps around 40 degrees.
Nov 17, 1996 at MIR: Stock except for new Yoko A509s
R.T. 60 ft 330 660 MPH 1000 E.T.@MPH
1.021 2.448 6.884 10.488 67.76 13.611 16.224@86.40
.512 2.392 6.860 10.520 66.50 13.661 16.299@86.14
.519 2.398 6.855 10.507 66.59 13.645 16.282@86.08
.484 2.686 7.268 10.957 66.09 14.119 16.778@85.57
Right after I launched that red light, I realized it and let up on the pedal for a moment, thus the strange times. Car was stock save for new Yokohama A509 195/60R14 tires w/ ~25 psi in the fronts. Temps around 60 degrees.

BACK to my main page