World Ford Challenge

World Ford Challenge X, Indianapolis, Indiana, Day One – Test and Tune

The weather was cool, mostly overcast and breezy upon arrival at the track before 9 AM. After getting a pit space, registration, unloading the car and changing tires, I proceeded to the long tech line. Over 300 bracket racers along with literally hundreds of racers in other classes had descended to participate in the much heralded World Ford Challenge X.

Finally by about 1 PM, I was in the staging lanes waiting for the first run down the track. After warming the tires in the burnout box it came time to approach the tree. Lighting the first staging light, I held the brake and throttled up against the stall converter and bumped into the second staging light starting the tree. The launch felt OK with no apparent tire spin.

R/T - 0.219
60' - 1.989
330' - 5.765
1/8 ET - 8.926
1/8 MPH - 77.560
1000' - 11.667
1/4 ET - 13.975
1/4 MPH - 97.81

A rather disappointing start, but there wasn’t time to reflect as I went right back to the lanes. Less than an hour later I again had the chance to see what the car would do in the new surroundings.

R/T - 0.003
60' - 1.744
330' - 5.463
1/8 ET - 8.575
1/8 MPH - 78.910
1000' - 11.293
1/4 ET - 13.825
1/4 MPH - 96.80

Whoa! An excellent reaction time but a 1.744 sixty foot time?! Clearly something went amiss in the timing equipment at the launch!

The staging lanes were quite full by now and several breakdowns on the track made for a long wait for another run. After almost 3 hours later I recorded the last run of the day.

R/T - -0.080
60' - 1.924
330' - 5.607
1/8 ET - 8.719
1/8 MPH - 78.630
1000' - 11.428
1/4 ET - 13.719
1/4 MPH - 98.31

My dial-in calculation showed a 13.72 ET so had the run been a true race, I not only would’ve red-lighted, but I would have broken out as well running a 13.719 on a 13.72 dial.

I left the track that evening not quite sure how I would do in the upcoming competition on Saturday and Sunday bracket races. The numbers were all over the map and save for one exception, the reaction times at the tree were not comforting. I learned last year to be competitive here you had better nail the tree and dial the car in close. The test and tune did little to confirm I had what it took in either category.

World Ford Challenge X – Racing Day 2 – Saturday, May 19

As last year, I took Friday off from racing at the event and spent the day reclining at the AutoShow and perusing the vendors area. Bracket racers seldom get more than one time trial run on Friday. But come Saturday the game is on as eliminations begin bright and early at the track. Fortunately, they did manage one time trial before eliminations began…

R/T - 0.032
60' - 1.951
330' - 5.668
1/8 ET - 8.799
1/8 MPH – 78.23
1000' - 11.521
1/4 ET - 13.820
1/4 MPH - 97.94

A little over an hour later the ET-3(13.000 seconds and slower) class is called to the lanes to begin eliminations. Once paired in the staging lanes, I was looking at running with a 13 second Mustang whom was obviously a veteran as he had WFC stickers on his car for every year since the inception of the World Ford Challenge. He obviously was sandbagging as he had a 13.0 ET dial in wrote on the car. I had dialed in with a 13.72.

DIAL – 13.72
R/T - -0.034
60' - 1.991
330' - 5.752
1/8 ET - 8.875
1/8 MPH - 78.87
1000' - 11.584
1/4 ET - 13.874
1/4 MPH - 97.43

My opponent had nailed the tree with a 0.026 against my redlight. He beat his dial handedly with a 12.900. Can you say Buy Back? LOL

The next race I found myself against a late model GT with a 14.3 dial on the window. For some unknown reason I decided to change my dial to a 13.80 since I had failed to break that barrier in the previous 2 runs and of course the bright sun was quickly warming the track. We were set to go just before noon.

DIAL – 13.80
R/T – 0.091
60' - 1.961
330' - 5.711
1/8 ET - 8.813
1/8 MPH - 79.46
1000' - 11.503
1/4 ET - 13.785
1/4 MPH - 98.51

Two fatal mistakes would end my racing day early. First I changed my dial-in against my better judgment. It was only slightly warmer and I should have stuck with the program and kept the 13.72 dial. My second mistake was not keeping track of my opponent. On a 14.3 dial, for whatever reason, the GT had run a 16.630 ET! A full 2 seconds separated us at the top end of the track. Had I simply looked in the mirror, I could’ve just lifted at the end and coasted through the traps avoiding the breakout. I had given my opponent a very nice present.

Shake it off, and hang in there, JP. You will be back in your groove in no time

Thanks Mike! It'll all work out, I'm really still learning the car with the new mods and trying to be consistent at launching it with the new converter...

and it shows.

World Ford Challenge X – Racing Day 3 – Sunday, May 20

Another day dawns upon the best of Ford racing at the World Ford Challenge X. Something about seeing the Pro Mods and Outlaw classes running 6 second passes at over 200 mph puts it all in perspective.

With no time trials today, the ET bracket classes were thrown onto the track early in the morning. Paired up in the staging lanes, I found myself against another Mustang… this one sporting a 13.55 dial-in.

Lane – LEFT / RIGHT
Car – 325(Mustang) / 450(Lincoln)
DIAL – 13.55 / 13.73
R/T – 0.309 / 0.118
60' – 1.911 / 1.961
330' – 5.646 / 5.727
1/8 ET – 8.780 / 8.826
1/8 MPH – 78.52 / 79.52
1000' – 11.478 / 11.515
1/4 ET – 13.761 / 13.797
1/4 MPH – 98.53 / 98.56

Having beaten my opponent solidly at the tree I ran the car all the way to the end feeling confident in my 13.73 dial-in. THIS TIME I made sure to look for the other car! He was not in the mirror, and not in my peripheral vision, meaning he was in my blind spot and it was a race to the end of the track. The win light coming on in my lane made me feel good.

A short time in the pits elapsed and the call was made for round 2. Back to the staging lanes and I hold my dial at 13.73 against another late model GT who had dialed in a 13.6. Looks to be another good race coming up.

Lane – LEFT / RIGHT
Car – 450(Lincoln) / 508(Mustang)
DIAL – 13.73 / 13.60
R/T – -.023 / -.009
60' – 1.950 / 1.964
330' – 5.702 / 5.731
1/8 ET – 8.814 / 8.857
1/8 MPH – 78.94 / 78.54
1000' – 11.521 / 11.557
1/4 ET – 13.808 / 13.847
1/4 MPH – 98.55 / 97.96

Needless to say, my heart sank as I saw the redlight at my launch … but I ran it all out regardless. I only wish I could’ve been a spectator watching the race than the driver watching the win lights in the other lane.

Why didn't you win that last race? Was it because you redlighted by more? I was thinking a redlight was a redlight, but it would make sense the other way. Still, you were way closer to your dial than he was.

I can only presume it was because on a double redlight it is who was worse. I typically don't red light enough to be an expert.

The win light was on in the other lane shortly after the launch. The time slip clearly showed the WIN to my opponent.

Pics(thanks to Rene & Brad)...

JP time for a tune up? When was the last time you changed plugs/wires?

46callaway said:

JP time for a tune up? When was the last time you changed plugs/wires?

Click to expand...

Mere weeks ago.

Density altitude was 2500-2900 for most of the runs. I haven't had time to analyze the slips yet. What really sticks out to me is the sixty foot times and the reaction times.

JP...as far as red lights go...it's FIRST or WORST, in regards to rules. remember, a RED LIGHT is a RULE INFRACTION as it signals a FALSE START. The only way to NOT lose if you red light, is if your opponent violates a rule of greater safety/importance(WORST)or if he also red lights, but does it FIRST.

Had your opponent been given a head start due to being slower, and he red, you would get the automatic win, even if your light was "redder"

once an opponent red-lights, the other car gets an automatic win UNLESS the other car breaks a rule of greater safety/importance. WORST means in regards to rules, not amount of time on a false start.

case in point:
you had the slower car(dial-in). You left first. You red lit by -.023
your opponent could have red lit by -.025 and still had the win light, since your violation was FIRST.

This is yet another perk to being the faster of the two cars in a bracket race. It lets your opponent have the first stab at a red light.

Technically speaking, you caould be dialed 13.80, and your opponent dialed 15.80. If your opponent cuts a red light even by -.001, as soon as he red lights, you can launch and get a free time run, instead of sitting at the tree for another 2 seconds....make sense?

Ahhhh... I was going to investigate the rule but you have made it crystal clear. Thanks Craig.

First or worst... easy to remember.

I really don't get what's up with the red lights nor the sixty foot times. I think it may be down on power for some reason. But when I analyze the numbers they say no.

Basic maintenance items are all new - plugs, filters(except fuel filter), plug wires, etc...

You might want to check compression to see if it's getting lower or at least do the cylinder balance test with your OBD1 scanner.

remember what I told you before JP...roll-out, and consistent staging.
roll 'er in an inch deeper, and expect a HUGE improvement on R/T...sometimes too HUGE.

this is IMPORTANT.
like a gun fight...if that gun aint in the same place evry time you draw, it'll either get you shot, or you'll shoot a hole in your foot(red light).

sometimes erratic 60 foot times can go hand in hand with erratic reaction times. One can affect the other simply due to where the front tire is when you stage.

what affects reaction time?

driver's brain/reflexes
car's throttle response
car's weight transfer
traction
and of course...where the car's front tires are "in the beams".

try to repeat every single time. many racers will try to red light during time runs, then stage shallower during elims to "adjust" accordingly. This will also affect the ET due to staging position.

keep up the good work pal. dont be too hard on yourself...not everyone can expect to be too consistent in a 3800 lb car every time.

One night I got lucky at the track...all lights were .550 or better, and I never had to worry about consistent ET's...I was catching the other cars and letting off early... ;-)

BlackIceLSC said:

...sometimes erratic 60 foot times can go hand in hand with erratic reaction times. One can affect the other simply due to where the front tire is when you stage.

Click to expand...

That's what I believe is happening.

For the longest time, I was content from launching off idle. I would adjust my RT by bumping into the beams as necessary and leaving the auto-pilot on reacting to the third amber light. Since my last few outings, I seem to get better launches from stalling the new converter. At first I found it quite difficult. I am now setting up at the first stage light, waiting for the opponent to pre-stage then increasing throttle to 2000 rpm and moving into the second stage light holding the throttle steady. A couple times that I have tried higher than 2000 rpms I have pushed through the light.

But JP, due to the professional nature of this event, do you think track prep could have played into it too?

Well there is no doubt the track prep was a level above some of the other tracks I run at. I have a hard time hearing any tire spin now(due to the cutouts) but I can still feel it or sense it. I detected no tire spin whatsoever at WFC, even the early morning runs.

Why does this redlight trend concern me though? Quite simple, it is uncharacteristic of me. Last year, for example, of 69 quarter mile runs, my median reaction time was 0.095 seconds with 4 redlights all year.

This year I have five red lights already in only 29 runs. That's almost 3 times the norm. That is a disturbing trend.

Year - redlights per runs @ median RT
2004 - 2 of 96 @ 0.198
2005 - 2 of 46 @ 0.122
2006 - 4 of 69 @ 0.095
2007 - 5 of 29 @ 0.108

I managed 1 clean video from the event.

Video

Track prep at WFC was probably about the best you will ever encounter. This was a huge reason why we wanted to get Johns car at the track. If we were going to run a 9 second run that would have been the place.

driller said:

Why does this redlight trend concern me though? Quite simple, it is uncharacteristic of me. Last year, for example, of 69 quarter mile runs, my median reaction time was 0.095 seconds with 4 redlights all year.

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JP that tells me that you are "getting better" on the tree.

we "used" to have to "bump into the beams" to get a good RT.
After time went on... a "single bump after staging" would result in a redlight!

Now.. we are shallow staging in both my car..and tiffs car and cutting between .010's and .030's.

In my case.. a "bump" in the beams is worth "about" .03-.04 off my RT.

Now shallow staging is giving us .01-.03's RT.. and bumping in is instant RED.

Sounds like one of two things, either your brain is getting the hang of it.. or your new TC is making the car react better/quicker... or BOTH!

Try some shallow staging, concentrating on just BARELY TICKLING the STAGE BULB...

Now I adjust my front tire pressure, rather than adjusting my position "in the beams".

Increased Tire pressure= quicker RT's
Decreased Tire pressure =slower RT's

I usually start out with 45-50LBs in the fronts..then adjust as needed.

Try that...usually 2-3LBS will make enough difference to "SEE" on your timeslip, in my case.. 2lbs front tire pressure=.010RTish

Also.. how are you "addressing the tree"?

Are you rolling between the prestage and stage lights or.. are you "bumping" between the bulbs?

Bumping would be more consistant that "rolling into stage".

you can "practice bumping" in your driveway, you want to bump 1 or 2 inches MAX PER BUMP.

Usually I bump three times after prestage and on the 4th BUMP the stage light comes on.
So.. prestage.. STOP
bump
bump
bump
STAGED

Just a thought from the far side

Also, since you were leaving off idle, and now are stalling to 2K that'll make a huge difference in how your car reacts.

For intance.. shallow stage, launching at 1000 RPMs gives .01-.03
Wheras shallow stage, launching off idle gives .200 lights
{see what I mean?)
Might try leaving at 1K instead of trying to get up to 2K.

Here is another "train of thought"....
If you have a 4 position chip you can dupicate the same tune in positions "0 and 1".. but on position 1 put the "idle speed in drive" to 1000RPM's.

prestage in the ZERO position, then flip the switch to "1".. wala.. instant launch RPM with no disctraction.. and no drama.
WALA!

... sorry for the novel!

HAHA

XLRVIII said:

Sounds like one of two things, either your brain is getting the hang of it.. or your new TC is making the car react better/quicker... or BOTH!

... sorry for the novel!

Click to expand...

I'd like to think BOTH, but that's giving my brain too much credit.

Keep the novels coming, I love to learn.