New best in the Blue Flame
- Thread starter driller
- Start date
46callaway
Registered
RE: New best the Blue Flame
RE: New best the Blue Flame
Congrats JP... can't wait for more details...
RE: New best the Blue Flame
Congrats JP... can't wait for more details...
RE: New best the Blue Flame
RE: New best the Blue Flame
Long story...
Morning of the event was cold with freeze warnings posted for the night before. It proved to be a cool, sunny day - great air for racing albeit the track was cold, especially at the start. The gates opened at 8am and we teched the cars and proceeded to the pits where I unloaded the car and changed the wheels.
Test and Tune started at 9am, and I was in the first dozen down the strip...
Time - 11/4/2006 9:21
Temp - 39.2
Humidity - 70%
Baro - 30.55
Density Altitude - -610
Car - 73 - 666
Dial - -
R/T - 0.115 - 0.164
60 ft - 1.911 - 2.256
330 ft - 5.592 - 6.083
1/8th - 8.624 - 9.056
MPH - 81.50 - 82.73
1000 ft - 11.239 - 11.634
1/4 ET - 13.441 - 13.798
MPH - 102.50 - 104.5
Left 1st - 0.4064
A new best ET all around for the Blue Flame!
The front 'skinnies' had a bit of vibration at the top end of the track, but nothing that seemed too bad. My 60 foot was very pleasing to see considering the cold track.
I pulled into the pits long enough to bump the fuel pressure up and check the tire pressures. Then I proceeded to the staging lanes for another time trial. I happened to line up against another Mark VIII. }(
Time - 11/4/2006 10:02
Temp - 42.8
Humidity - 53%
Baro - 30.55
Density Altitude - -373
Car - 12 - 73
Dial - -
R/T - 0.126 - 0.153
60 ft - 2.306 - 1.926
330 ft - 6.386 - 5.582
1/8th - 9.671 - 8.614
MPH - 75.26 - 81.70
1000 ft - 12.472 - 11.240
1/4 ET - 14.823 - 13.481
MPH - 96.38 - 100.64
Right 1st - 1.3158
This time the car had done something I never experienced at the track - serious wheelspin after the 2-3 shift! The car was a little squirrelly for quite a bit towards the 1320 foot mark but I kept my foot into it and rolled through with another 13.4 run!
Since the cooling fan was not working properly, I decided to park the car in the pits for a bit and allow the cool morning air and my ice pack to lower the engine temps down rather than hotlap another round. After about 30-45 minutes, I went back to the lanes for a third time trial. By now the lanes were full and things were moving much slower. The 'Big Dogs' had begun their time trials and after a couple breakdowns and other delays, it was nearing lunchtime before I got to the front of the line. Unfortunately, one more spill on the track was enough for them to call off the time trials and break for lunch - sending everyone from the lanes back to the pits!
Now I only had two runs to look at for picking a dial-in and my confidence was not there, especially with the extended downtime. I played it safe and decided to low ball the dial-in, figuring if I broke out I would have a new best ET and besides, there was a buy-back for the first round of eliminations.
After lunch, a few late comers were allowed a single time trial and eliminations soon began. Our "B" class(13.00-13.99) was finally called to the lanes. All together there were probably 40 plus cars in the B class. I ended paired up against a '96 Caprice who had a 13.45 dial. I dialed in a 'safe' 13.39. Let the games begin!!!!
Time - 11/4/2006 13:35
Temp - 51.8
Humidity - 41%
Baro - 30.48
Density Altitude - 319
Car - 73 - 96
Dial - 13.39 - 13.45
R/T - 0.049 - 0.234
60 ft - 1.959 - 1.801
330 ft - 5.644 - 5.46
1/8th - 8.689 - 8.539
MPH - 80.70 - 80.06
1000 ft - 11.335 - 11.201
1/4 ET - 13.570 - 13.447
MPH - 100.90 - 98.09
Left 1st - 0.0024 !!!
What a squeaker of a race it was! The win light at the end was a relief to my anxiety. I had avoided a redlight but had ran far off my dial. I knew this was going to be quite a test of my skills for the day.
http://www.lincolnsclub.org/forum/user_files/1811.jpg
Again, the track crew were called upon to clear out some mishaps and quite a bit of time had transpired before it was time to run again. I had been constantly listening to 'breakouts' and worried about what to dial for the next run. I finally picked a 13.48 dial-in and was near the start of the line when the track crew informed me I would have a bye run this round.
Time - 11/4/2006 15:47
Temp - 53.6
Humidity - 38%
Baro - 30.46
Density Altitude - 460
Car - 73
Dial - 13.48
R/T - 0.226
60 ft - 1.906
330 ft - 5.661
1/8th - 8.732
MPH - 80.53
1000 ft - 11.376
1/4 ET - 13.600
MPH - 101.58
- BYE
I flubbed the light by staging shallow as a test of where to spot the car in the lights later. The car seemed to stutter a bit after the 1-2 shift but the ET was acceptable despite being way off the dial again. My confidence was coming back and things began to settle down. Cars were progressing through the lanes at a quicker pace now.
http://www.lincolnsclub.org/forum/user_files/1809.jpg
The next round found me tweaking my dial-in ever so slightly and I was ready to take on the next challenger in a '96 Impala. I bumped into the staging beams deeper than I had before and focused on the tree. The launch felt good, there was no red light and I sped towards the end of the track waiting for the faster Impala to challenge me at the end. At a couple hundred feet shy of the line, I noticed he was not besides me and was not in my mirror. The run had felt so good, I feared breaking out. I knew in an instant what I had to do - something I had never done before in competition - I stabbed the brakes before the end of the track and watched the win light come on in my lane. Another round for the Lincoln!
Time - 11/4/2006 16:28
Temp - 51.8
Humidity - 41%
Baro - 30.45
Density Altitude - 352
Car - 1113 - 73
Dial - 13.01 - 13.49
R/T - 0.206 - 0.025
60 ft - 1.758 - 1.981
330 ft - 5.263 - 5.641
1/8th - 8.238 - 8.668
MPH - 82.37 - 81.85
1000 ft - 10.821 - 11.291
1/4 ET - 13.000 - 13.558
MPH - 103.53 - 91.12
Right 1st - 0.1037
By now we were directed to go right back to the staging lanes after winning and I found that now there were no other Lincolns left in the bracket classes except for those in the 'run all day' lane. After a quick check of the car and weather, I tweaked the dial once more. A total of 4 cars remained in the B class and I soon realized I had made it to the semi-finals. It was only about 30 minutes later we were rolling towards the starting line, and I was up against another Impala. This one had a 13.62 dial-in. We staged and launched. The black Impala had the advantage of the dial-in and was solidly in the lead at the beginning. It wasn't long though before the Lincoln started to reel it in and by the 1000 foot marker it was neck to neck as the finish line approached.
Time - 11/4/2006 17:06
Temp - 51.8
Humidity - 41%
Baro - 30.46
Density Altitude - 341
Car - 1211 - 73
Dial - 13.62 - 13.48
R/T - 0.013 - 0.015
60 ft - 1.841 - 1.953
330 ft - 5.566 - 5.648
1/8th - 8.697 - 8.683
MPH - 78.53 - 81.63
1000 ft - 11.393 - 11.308
1/4 ET - 13.663 - 13.531
MPH - 99.25 - 101.32
Left 1st - 0.0103
Had it not been for the win light visible in the other lane, I wouldn't have been able to tell the outcome without the timeslip. Our lights were as close as you could ask for, and the margin at the end was barely a hundredth of a second. Unfortunately, this time it was not the Lincoln who would move on to the finals.
I felt good all in all. It had been a great challenge and certainly it was no shame to lose by such a scant margin in the semi-finals. I had given it my all and I was proud to have been part of the event.
Later that evening at the awards banquet, I was humbled to find out I had won a trophy for my efforts. I had placed third in class.
http://www.lincolnsclub.org/forum/user_files/1810.jpg
A great event at a great location with great people. The icing on the cake was the new best ET set with the 13.441 @ 102.50 run in the cool morning air.
RE: New best the Blue Flame
Long story...
Morning of the event was cold with freeze warnings posted for the night before. It proved to be a cool, sunny day - great air for racing albeit the track was cold, especially at the start. The gates opened at 8am and we teched the cars and proceeded to the pits where I unloaded the car and changed the wheels.
Test and Tune started at 9am, and I was in the first dozen down the strip...
Time - 11/4/2006 9:21
Temp - 39.2
Humidity - 70%
Baro - 30.55
Density Altitude - -610
Car - 73 - 666
Dial - -
R/T - 0.115 - 0.164
60 ft - 1.911 - 2.256
330 ft - 5.592 - 6.083
1/8th - 8.624 - 9.056
MPH - 81.50 - 82.73
1000 ft - 11.239 - 11.634
1/4 ET - 13.441 - 13.798
MPH - 102.50 - 104.5
Left 1st - 0.4064
A new best ET all around for the Blue Flame!
The front 'skinnies' had a bit of vibration at the top end of the track, but nothing that seemed too bad. My 60 foot was very pleasing to see considering the cold track.I pulled into the pits long enough to bump the fuel pressure up and check the tire pressures. Then I proceeded to the staging lanes for another time trial. I happened to line up against another Mark VIII. }(
Time - 11/4/2006 10:02
Temp - 42.8
Humidity - 53%
Baro - 30.55
Density Altitude - -373
Car - 12 - 73
Dial - -
R/T - 0.126 - 0.153
60 ft - 2.306 - 1.926
330 ft - 6.386 - 5.582
1/8th - 9.671 - 8.614
MPH - 75.26 - 81.70
1000 ft - 12.472 - 11.240
1/4 ET - 14.823 - 13.481
MPH - 96.38 - 100.64
Right 1st - 1.3158
This time the car had done something I never experienced at the track - serious wheelspin after the 2-3 shift! The car was a little squirrelly for quite a bit towards the 1320 foot mark but I kept my foot into it and rolled through with another 13.4 run!
Since the cooling fan was not working properly, I decided to park the car in the pits for a bit and allow the cool morning air and my ice pack to lower the engine temps down rather than hotlap another round. After about 30-45 minutes, I went back to the lanes for a third time trial. By now the lanes were full and things were moving much slower. The 'Big Dogs' had begun their time trials and after a couple breakdowns and other delays, it was nearing lunchtime before I got to the front of the line. Unfortunately, one more spill on the track was enough for them to call off the time trials and break for lunch - sending everyone from the lanes back to the pits!
Now I only had two runs to look at for picking a dial-in and my confidence was not there, especially with the extended downtime. I played it safe and decided to low ball the dial-in, figuring if I broke out I would have a new best ET and besides, there was a buy-back for the first round of eliminations.
After lunch, a few late comers were allowed a single time trial and eliminations soon began. Our "B" class(13.00-13.99) was finally called to the lanes. All together there were probably 40 plus cars in the B class. I ended paired up against a '96 Caprice who had a 13.45 dial. I dialed in a 'safe' 13.39. Let the games begin!!!!
Time - 11/4/2006 13:35
Temp - 51.8
Humidity - 41%
Baro - 30.48
Density Altitude - 319
Car - 73 - 96
Dial - 13.39 - 13.45
R/T - 0.049 - 0.234
60 ft - 1.959 - 1.801
330 ft - 5.644 - 5.46
1/8th - 8.689 - 8.539
MPH - 80.70 - 80.06
1000 ft - 11.335 - 11.201
1/4 ET - 13.570 - 13.447
MPH - 100.90 - 98.09
Left 1st - 0.0024 !!!
What a squeaker of a race it was! The win light at the end was a relief to my anxiety. I had avoided a redlight but had ran far off my dial. I knew this was going to be quite a test of my skills for the day.
http://www.lincolnsclub.org/forum/user_files/1811.jpg
Again, the track crew were called upon to clear out some mishaps and quite a bit of time had transpired before it was time to run again. I had been constantly listening to 'breakouts' and worried about what to dial for the next run. I finally picked a 13.48 dial-in and was near the start of the line when the track crew informed me I would have a bye run this round.
Time - 11/4/2006 15:47
Temp - 53.6
Humidity - 38%
Baro - 30.46
Density Altitude - 460
Car - 73
Dial - 13.48
R/T - 0.226
60 ft - 1.906
330 ft - 5.661
1/8th - 8.732
MPH - 80.53
1000 ft - 11.376
1/4 ET - 13.600
MPH - 101.58
- BYE
I flubbed the light by staging shallow as a test of where to spot the car in the lights later. The car seemed to stutter a bit after the 1-2 shift but the ET was acceptable despite being way off the dial again. My confidence was coming back and things began to settle down. Cars were progressing through the lanes at a quicker pace now.
http://www.lincolnsclub.org/forum/user_files/1809.jpg
The next round found me tweaking my dial-in ever so slightly and I was ready to take on the next challenger in a '96 Impala. I bumped into the staging beams deeper than I had before and focused on the tree. The launch felt good, there was no red light and I sped towards the end of the track waiting for the faster Impala to challenge me at the end. At a couple hundred feet shy of the line, I noticed he was not besides me and was not in my mirror. The run had felt so good, I feared breaking out. I knew in an instant what I had to do - something I had never done before in competition - I stabbed the brakes before the end of the track and watched the win light come on in my lane. Another round for the Lincoln!
Time - 11/4/2006 16:28
Temp - 51.8
Humidity - 41%
Baro - 30.45
Density Altitude - 352
Car - 1113 - 73
Dial - 13.01 - 13.49
R/T - 0.206 - 0.025
60 ft - 1.758 - 1.981
330 ft - 5.263 - 5.641
1/8th - 8.238 - 8.668
MPH - 82.37 - 81.85
1000 ft - 10.821 - 11.291
1/4 ET - 13.000 - 13.558
MPH - 103.53 - 91.12
Right 1st - 0.1037
By now we were directed to go right back to the staging lanes after winning and I found that now there were no other Lincolns left in the bracket classes except for those in the 'run all day' lane. After a quick check of the car and weather, I tweaked the dial once more. A total of 4 cars remained in the B class and I soon realized I had made it to the semi-finals. It was only about 30 minutes later we were rolling towards the starting line, and I was up against another Impala. This one had a 13.62 dial-in. We staged and launched. The black Impala had the advantage of the dial-in and was solidly in the lead at the beginning. It wasn't long though before the Lincoln started to reel it in and by the 1000 foot marker it was neck to neck as the finish line approached.
Time - 11/4/2006 17:06
Temp - 51.8
Humidity - 41%
Baro - 30.46
Density Altitude - 341
Car - 1211 - 73
Dial - 13.62 - 13.48
R/T - 0.013 - 0.015
60 ft - 1.841 - 1.953
330 ft - 5.566 - 5.648
1/8th - 8.697 - 8.683
MPH - 78.53 - 81.63
1000 ft - 11.393 - 11.308
1/4 ET - 13.663 - 13.531
MPH - 99.25 - 101.32
Left 1st - 0.0103
Had it not been for the win light visible in the other lane, I wouldn't have been able to tell the outcome without the timeslip. Our lights were as close as you could ask for, and the margin at the end was barely a hundredth of a second. Unfortunately, this time it was not the Lincoln who would move on to the finals.
I felt good all in all. It had been a great challenge and certainly it was no shame to lose by such a scant margin in the semi-finals. I had given it my all and I was proud to have been part of the event.
Later that evening at the awards banquet, I was humbled to find out I had won a trophy for my efforts. I had placed third in class.
http://www.lincolnsclub.org/forum/user_files/1810.jpg
A great event at a great location with great people. The icing on the cake was the new best ET set with the 13.441 @ 102.50 run in the cool morning air.
Lonnie
Blue Oval Chips
RE: New best the Blue Flame
RE: New best the Blue Flame
Good job John
http://members.tccoa.com/lonnie/smallmark8.jpg
www.blueovalchips.com
95 Lincoln Mark VIII
279 rwhp 305 rwtq
RE: New best the Blue Flame
Good job John
http://members.tccoa.com/lonnie/smallmark8.jpg
www.blueovalchips.com
95 Lincoln Mark VIII
279 rwhp 305 rwtq
RE: New best the Blue Flame
RE: New best the Blue Flame
Thanks guys.
With the exception of the tree, the car did most of the work, I just went along for the ride. Lonnie's tweaking of the chip seems to have paid off. Thanks Lonnie!
I learned a good bit at the event, and hope to put the experiences to use in future competition. I'm quite confident there is still room for more improvement, with both the car and the driver.
RE: New best the Blue Flame
Thanks guys.
With the exception of the tree, the car did most of the work, I just went along for the ride.
Lonnie's tweaking of the chip seems to have paid off. Thanks Lonnie!I learned a good bit at the event, and hope to put the experiences to use in future competition. I'm quite confident there is still room for more improvement, with both the car and the driver.
BlackIceLSC
Registered
RE: New best the Blue Flame
RE: New best the Blue Flame
.015 light, and running 5 off the dial....I'd say YOU and the car did their job. Dont sell yourself short JP...SOMEONE has to drive the Blue Flame...and I didnt see any other takers left in the late rounds.
Nice job pal. I knew you had the R/T's in ya...
I always said, if I cut a .015 light, and lose...I wouldnt bee mad...you can only cut it so close.
Now the next question...the guy that you lost to...did he at least win the event? Nothing worse than losing to a guy who turns in to a duck in the next round...
again, congrats...you ran in to problems on your way down there...over came adversity, and came home with the hardware and a new best ET...I'd say you won, in my book.
Just wish I was there to cheer for ya. You DEFINATELY earned all the Mark VIII racers respect... they're still talking about it! ;-)
RE: New best the Blue Flame
.015 light, and running 5 off the dial....I'd say YOU and the car did their job. Dont sell yourself short JP...SOMEONE has to drive the Blue Flame...and I didnt see any other takers left in the late rounds.
Nice job pal. I knew you had the R/T's in ya...
I always said, if I cut a .015 light, and lose...I wouldnt bee mad...you can only cut it so close.
Now the next question...the guy that you lost to...did he at least win the event? Nothing worse than losing to a guy who turns in to a duck in the next round...
again, congrats...you ran in to problems on your way down there...over came adversity, and came home with the hardware and a new best ET...I'd say you won, in my book.
Just wish I was there to cheer for ya. You DEFINATELY earned all the Mark VIII racers respect... they're still talking about it! ;-)
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
Now the next question...the guy that you lost to...did he at least win the event? Nothing worse than losing to a guy who turns in to a duck in the next round...[/div]
I do not recall any 'ducks' in the brackets finals. Each of the 3 bracket winners were then pitted against each other for the 'King of the Hill' title. Once it was the semi's, all the races were pretty close. Couldn't have asked for any better competition.
Considering the SSHS is basically an 'Impala' event, the guests(mostly Marauders, Mark VIIIs and Mark VIIs) are beginning to collectively exert their influence.
As for the driver... the RTs were pretty good:
0.115(Time Trial)
0.153(Time Trial)
0.049
0.226(BYE)
0.025
0.015
In the time trials, I staged as I normally did in the past without the skinnies. I soon realized I would need to 'bump into' the beams. On my bye run I staged as shallow as I could, basically barely tripping the stage light, so I could judge with the RT where to put myself 'in the beams' as I was taught to do by the great Lincoln drag racing mentors here.
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
Now the next question...the guy that you lost to...did he at least win the event? Nothing worse than losing to a guy who turns in to a duck in the next round...[/div]
I do not recall any 'ducks' in the brackets finals. Each of the 3 bracket winners were then pitted against each other for the 'King of the Hill' title. Once it was the semi's, all the races were pretty close. Couldn't have asked for any better competition.
Considering the SSHS is basically an 'Impala' event, the guests(mostly Marauders, Mark VIIIs and Mark VIIs) are beginning to collectively exert their influence.
As for the driver... the RTs were pretty good:
0.115(Time Trial)
0.153(Time Trial)
0.049
0.226(BYE)
0.025
0.015
In the time trials, I staged as I normally did in the past without the skinnies. I soon realized I would need to 'bump into' the beams. On my bye run I staged as shallow as I could, basically barely tripping the stage light, so I could judge with the RT where to put myself 'in the beams' as I was taught to do by the great Lincoln drag racing mentors here.
Lonnie
Blue Oval Chips
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
Thanks guys. With the exception of the tree, the car did most of the work, I just went along for the ride. Lonnie's tweaking of the chip seems to have paid off. Thanks Lonnie!I learned a good bit at the event, and hope to put the experiences to use in future competition. I'm quite confident there is still room for more improvement, with both the car and the driver.
[/div]
No problem John, just wish I could have made it there. I had 6 vehicles running my programming show up. I've only heard back from 2 of you. It would have been nice to tweak some more and do some data logging. Now if you would only step up to one of our TCs I could have you in the 12s.
http://members.tccoa.com/lonnie/smallmark8.jpg
www.blueovalchips.com
95 Lincoln Mark VIII
279 rwhp 305 rwtq
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
Thanks guys.
With the exception of the tree, the car did most of the work, I just went along for the ride. Lonnie's tweaking of the chip seems to have paid off. Thanks Lonnie!I learned a good bit at the event, and hope to put the experiences to use in future competition. I'm quite confident there is still room for more improvement, with both the car and the driver. [/div]
No problem John, just wish I could have made it there. I had 6 vehicles running my programming show up. I've only heard back from 2 of you. It would have been nice to tweak some more and do some data logging. Now if you would only step up to one of our TCs I could have you in the 12s.
http://members.tccoa.com/lonnie/smallmark8.jpg
www.blueovalchips.com
95 Lincoln Mark VIII
279 rwhp 305 rwtq
46callaway
Registered
RE: New best the Blue Flame
RE: New best the Blue Flame
JP already has an aftermarket torque converter. ::wtf::
RE: New best the Blue Flame
JP already has an aftermarket torque converter. ::wtf::
Lonnie
Blue Oval Chips
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
JP already has an aftermarket torque converter. ::wtf::
[/div]
Yeah but it’s a PI and its limiting him because of the inferior components used in it. As I informed JP when I made the latest changes to his programming, "I can't go too crazy with the TC lockups because of the PI's lack of and type of clutch material or it will just burn up". I've burned up 3 triple disks myself in my Mark and it wasn't because of the programming. I've had well over a dozen other customers that came to me because they also burned up their PIs after trying to fully lock the TC. I have pictures somewhere that I can post and there's also a few threads floating around with them that I can look up if need be.
They use is a ridiculously thin paper backed clutch material that and can't take the force of a full lockup or the heat. I don’t know what it is but it resembles a sheet of 300 grit sandpaper. Factory programming doesn't fully lock the TC by the way. And most tuners/chip dealers don't know how to program for this either let alone program an automatic. So most don’t even mess with these parameters when programming. This is why most people running a PI don't have a problem with burning them up since they are never fully locked up. This can also be proven by data logging the TC and trans parameters. If you try and fully lock up any PI it will burn up. This is why I have in my order sheet what type of TC are you running. The changes I made in JP’s programming were all in the trans/TC and look at the difference in his times. JP runs pretty consistent so he makes a pretty good candidate for testing. Oh and the cooler air helped too.
The PI TD has 46 sq inches of paper thin clutch material. Our Stage 3 single disc has 43 sq inches of vented high carbon material. This means it can take full lock up without burning up. The carbon material can withstand way more heat from friction than the PI's material. The venting allows for faster lockups because it allows the fluid an escape route during the clamping force. So during the lockup the fluid isn't a barrier between the clutch material and plate allowing slippage. We use billet hubs, solid rivets and a special stiffener plate to remove any flex in the plate so that you get full contact during lockup. One of our TCs is current behind a 700+ hp 4.6 that ran 10.29 @ 133 with full lockup. You'll be seeing it soon in one of the issues of MM&FF. You won't see a PI TC do that. The first and second TD I burned up I contacted PI about it and the first thing they asked me is if I was programming my TC to fully lock. Duh, this is why I was stuck at 13.2 in the quarter. Everytime I tried to lock it up fully I burned them up.
http://members.tccoa.com/lonnie/smallmark8.jpg
www.blueovalchips.com
95 Lincoln Mark VIII
279 rwhp 305 rwtq
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
JP already has an aftermarket torque converter. ::wtf::
[/div]
Yeah but it’s a PI and its limiting him because of the inferior components used in it. As I informed JP when I made the latest changes to his programming, "I can't go too crazy with the TC lockups because of the PI's lack of and type of clutch material or it will just burn up". I've burned up 3 triple disks myself in my Mark and it wasn't because of the programming. I've had well over a dozen other customers that came to me because they also burned up their PIs after trying to fully lock the TC. I have pictures somewhere that I can post and there's also a few threads floating around with them that I can look up if need be.
They use is a ridiculously thin paper backed clutch material that and can't take the force of a full lockup or the heat. I don’t know what it is but it resembles a sheet of 300 grit sandpaper. Factory programming doesn't fully lock the TC by the way. And most tuners/chip dealers don't know how to program for this either let alone program an automatic. So most don’t even mess with these parameters when programming. This is why most people running a PI don't have a problem with burning them up since they are never fully locked up. This can also be proven by data logging the TC and trans parameters. If you try and fully lock up any PI it will burn up. This is why I have in my order sheet what type of TC are you running. The changes I made in JP’s programming were all in the trans/TC and look at the difference in his times. JP runs pretty consistent so he makes a pretty good candidate for testing. Oh and the cooler air helped too.
The PI TD has 46 sq inches of paper thin clutch material. Our Stage 3 single disc has 43 sq inches of vented high carbon material. This means it can take full lock up without burning up. The carbon material can withstand way more heat from friction than the PI's material. The venting allows for faster lockups because it allows the fluid an escape route during the clamping force. So during the lockup the fluid isn't a barrier between the clutch material and plate allowing slippage. We use billet hubs, solid rivets and a special stiffener plate to remove any flex in the plate so that you get full contact during lockup. One of our TCs is current behind a 700+ hp 4.6 that ran 10.29 @ 133 with full lockup. You'll be seeing it soon in one of the issues of MM&FF. You won't see a PI TC do that. The first and second TD I burned up I contacted PI about it and the first thing they asked me is if I was programming my TC to fully lock. Duh, this is why I was stuck at 13.2 in the quarter. Everytime I tried to lock it up fully I burned them up.
http://members.tccoa.com/lonnie/smallmark8.jpg
www.blueovalchips.com
95 Lincoln Mark VIII
279 rwhp 305 rwtq
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
[div class="dcquote"][strong]Quote[/strong]Now if you would only step up to one of our TCs I could have you in the 12s.[/div]You have my attention!
[/div]
Lonnie's right. I've been driving around with his new TC (which is comparably priced to the PI BTW) and it really hauls.
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
[div class="dcquote"][strong]Quote[/strong]Now if you would only step up to one of our TCs I could have you in the 12s.[/div]You have my attention!
[/div]
Lonnie's right. I've been driving around with his new TC (which is comparably priced to the PI BTW) and it really hauls.
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong] The launch felt good, there was no red light and I sped towards the end of the track waiting for the faster Impala to challenge me at the end. At a couple hundred feet shy of the line, I noticed he was not besides me and was not in my mirror. The run had felt so good, I feared breaking out. I knew in an instant what I had to do - something I had never done before in competition - I stabbed the brakes before the end of the track and watched the win light come on in my lane. Another round for the Lincoln![/div]
HAHA, theres nothing like taking that stabb and seeing the win light!! Awesome job, way to go JP!!!
edit: congrats on the new time as well!
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong] The launch felt good, there was no red light and I sped towards the end of the track waiting for the faster Impala to challenge me at the end. At a couple hundred feet shy of the line, I noticed he was not besides me and was not in my mirror. The run had felt so good, I feared breaking out. I knew in an instant what I had to do - something I had never done before in competition - I stabbed the brakes before the end of the track and watched the win light come on in my lane. Another round for the Lincoln![/div]
HAHA, theres nothing like taking that stabb and seeing the win light!! Awesome job, way to go JP!!!
edit: congrats on the new time as well!
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
HAHA, theres nothing like taking that stabb and seeing the win light!! Awesome job, way to go JP!!!
edit: congrats on the new time as well!
[/div]
Well, if you look at the mph on that run compared to those before and after, you can see it was a pretty good 'stab'. The part that vindicates me is the ET was still a 13.558 - ON THE BRAKES with a 13.49 dial! I'm thinking it could've very well been a breakout had I elected to run it all out.
Thanks!
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
HAHA, theres nothing like taking that stabb and seeing the win light!! Awesome job, way to go JP!!!
edit: congrats on the new time as well!
[/div]
Well, if you look at the mph on that run compared to those before and after, you can see it was a pretty good 'stab'. The part that vindicates me is the ET was still a 13.558 - ON THE BRAKES with a 13.49 dial! I'm thinking it could've very well been a breakout had I elected to run it all out.
Thanks!
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
[div class="dcquote"][strong]Quote[/strong]HAHA, theres nothing like taking that stabb and seeing the win light!! Awesome job, way to go JP!!!edit: congrats on the new time as well![/div]Well, if you look at the mph on that run compared to those before and after, you can see it was a pretty good 'stab'. The part that vindicates me is the ET was still a 13.558 - ON THE BRAKES with a 13.49 dial! I'm thinking it could've very well been a breakout had I elected to run it all out. Thanks!
[/div]
It was a brake out pass... no doubt.
But... I wonder if you tripped the beams with your chin spoiler?
Tom's done it. I've done it. We've both broke out on the brakes dropping like 10mph. We got to talking with the track owner at the time, and he told us that the starting line beams are 1-1 1/2 inches high, and the finish line beams are closer to 6 inches high.
So now, we hit the brakes a little sooner and make sure we're back on the gas before crossing the finish line.
You might ask someone at the track about this. It would be a good insite to have for bracket racing.
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
[div class="dcquote"][strong]Quote[/strong]HAHA, theres nothing like taking that stabb and seeing the win light!! Awesome job, way to go JP!!!edit: congrats on the new time as well![/div]Well, if you look at the mph on that run compared to those before and after, you can see it was a pretty good 'stab'. The part that vindicates me is the ET was still a 13.558 - ON THE BRAKES with a 13.49 dial! I'm thinking it could've very well been a breakout had I elected to run it all out.
Thanks! [/div]
It was a brake out pass... no doubt.
But... I wonder if you tripped the beams with your chin spoiler?
Tom's done it. I've done it. We've both broke out on the brakes dropping like 10mph. We got to talking with the track owner at the time, and he told us that the starting line beams are 1-1 1/2 inches high, and the finish line beams are closer to 6 inches high.
So now, we hit the brakes a little sooner and make sure we're back on the gas before crossing the finish line.
You might ask someone at the track about this. It would be a good insite to have for bracket racing.
RE: New best the Blue Flame
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
So now, we hit the brakes a little sooner and make sure we're back on the gas before crossing the finish line.
[/div]
Wow. Another gem of information to file away for future use.
I've heard of this before. At first I thought not so, since my '93 has long lost the little black 'spoiler' under the front bumper cover. But then I remembered I do have the front braces which cause the car to have about 1 inch less ground clearance up front. Couple that and the fact I turn the air suspension off in 'parked' height at the track, I surmise the front end could very well trip the beams at the end of the track if they are 6 inches or so high and I stab the brakes causing the front end to dive.
RE: New best the Blue Flame
[div class="dcquote"][strong]Quote[/strong]
So now, we hit the brakes a little sooner and make sure we're back on the gas before crossing the finish line.
[/div]
Wow. Another gem of information to file away for future use.
I've heard of this before. At first I thought not so, since my '93 has long lost the little black 'spoiler' under the front bumper cover. But then I remembered I do have the front braces which cause the car to have about 1 inch less ground clearance up front. Couple that and the fact I turn the air suspension off in 'parked' height at the track, I surmise the front end could very well trip the beams at the end of the track if they are 6 inches or so high and I stab the brakes causing the front end to dive.