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Everything posted by mender

  1. Cheap: https://www.amazon.com/WENJTP-Htostar-Fitment-Louvers-Cooling/dp/B089VZ993V/ref=pd_sbs_6/132-1121481-6329709?pd_rd_w=VZGHR&pf_rd_p=3676f086-9496-4fd7-8490-77cf7f43f846&pf_rd_r=53ZCKQG8E6T9AZWFZYNY&pd_rd_r=b7d2a4bc-62a2-4e1b-95f3-151793c51ecf&pd_rd_wg=gWuhh&pd_rd_i=B089VZ993V&psc=1 https://www.amazon.ca/Automotive-Modification-Replacement-Refurbishment-Decorative/dp/B09877VS8M?ref_=Oct_d_onr_d_7420380011&pd_rd_w=BSWJR&pf_rd_p=7283b4d1-ebb1-41b5-a977-828f1179ae6b&pf_rd_r=CN4ZSFG9S16YJXGH2NBG&pd_rd_r=c582f6c9-8eef-410a-8c54-183855627114&pd_rd_wg=jiCk4&pd_rd_i=B09877VS8M
  2. Basically the temp rise is because you don't have sufficient air flow to balance the heat generated just prior. As stated, the fan is an impediment at those speeds and above. Proper ducting before and after the rad will make a much bigger difference than a fan can. Use duct (!) tape to seal any gaps. Make sure the air has somewhere to go (hood vent, etc.) once it passes through the rad. I ran a fan for the first couple of races back in 2013 and haven't since. About 10 degrees cooler without the fan in the way.
  3. Brock Yates wrote in Sunday Driver that runaway rules were endemic to rule makers. Put someone in charge of guarding a telephone pole one year and by the next there will be a security committee, secret handshakes, membership cards and dues, etc, etc, etc. That being said, what attracted me to Chumpcar was the opportunity to race on tracks that I had only read about, and to do so without having to jump through all the hoops of club memberships, driving schools, national licencing requirements, etc. I switched to oval track racing because of all that. Show up on Saturday afternoon at the local track with a car that met the one page rules, pay $30 entry fee and race for the evening, sometimes getting tow money and prize money at the bigger events, all in front of an appreciative crowd. Simple times, simple fun. The local tracks are now doing endurance events but the old system of membership and licencing fees is creeping back in, started at $20 for a one event licence but now it's back up to $200 for the year. All this to say that it never stays simple.
  4. Still no. Pontiac 400 with #48 heads and RA IV cam = approx. 380-390 hp.
  5. Run what you have for now and see what direction you think it needs to go. BMW is a good choice to start from and you have options.
  6. I did a test and tune this past weekend and had my AIM Solo running. I also datalogged the engine via S300. I've spent most evenings this week (when not working on the car, race this weekend) going over the data. Plus GoPro video. I did about twenty laps in four sessions. Not much seat time but lots of data to review. The nice thing about data is that you can repeat it many times and that helps to pick out the patterns. Having been an instructor for a while, I know what to look for, and I'm honest enough to look for the typical issues in my own driving. Reviewing the data helps me separate the ego (I'm the best!) from the facts (I'm not the best!). Seat time is important but quality seat time beats quantity seat time. Spend less time going around in circles and more time learning how to go around in circles faster. Short sessions with good feedback will give quicker and better results than a 2 hour stint that you can't remember.
  7. He likes to spin the right rear out of the slow right corners to try to make up for overshooting the turn in point. Just kidding; it's hard to say that the temp spreads are caused by driving style unless you have different temps from another driver at the same track. Need more input! 1. Track map or at least description of the turns (high/low speed, banking, elevation changes, etc) 2. How the car is handling, any quirks, ie. understeers to the right and oversteers to the left 3. Corner weights 4. Age of tires (all the same vs 5 hours on one and 15 hours on another) Right now: LF: only an 8 degree spread outside to inside, so likely need more negative camber and a little less pressure. RF: 30 degree spread so too much negative camber, a little more pressure. LR: 10 degree spread so more negative camber needed, need a little less pressure. RR: 15 degree spread so probably about right, same with pressure. Just a guess but you might have some cross weight happening, LF and RR are hotter than the RF and LR.
  8. The next fuel rule: "Fuel jugs will be equipped with a restrictor in the filler hose that limits the flow to four gallons per minute."
  9. That last picture looks familiar...
  10. Looks like a camber adjustment might help the wear. I assume Calabogie is a little hard on tires. I have about 60% and 70% left on the fronts after about 9 hours.
  11. That might take care of itself as BTC teams shuffle points towards more power to take advantage (again!) of the extra fuel available. I've proposed both a fuel for points formula based on race weight and also shorter stints in the past. Of the two, shorter stints is the easier to implement but the engine related fixed value parts should likely be re-evaluated to bring those closer to values that realistically represent the gains available.
  12. Another update: did some laps around my storage facility with datalogging, and the LC-2 is working nicely. I have a track session on Monday so hoping to get some datalogging at race speeds and maybe even some fine tuning!
  13. I'm assuming that you put them on the front. That will definitely affect the handling and make it hard to assess suspension adjustments. Best to either use a new or at least matched set for testing. Next best is if you have to use a pair of older/used tires, put the pair on one side of the car instead of the front or back. That way the balance is much less affected, and you can even do grip comparisons left to right.
  14. How many race weekends worth of investment did you have to make just to keep pace with the speed creep? And how many hours? You'd think that a race series would try to keep the car costs down so teams could race more times per year and put more money into the series' coffers. Also, have rules that keep the running costs down as well. Seems like good business practice.
  15. Amazing. Fill the tank in 115 F weather, let it cool down to 65 F amd you'll be able to top it up a bit.
  16. 100 octane with 10% nitro, please and top it right up.
  17. So the podium cars get a free tank of fuel as well as a trophy?
  18. Just installed the Innovate LC-2 and it works!
  19. When I put my cell in, the rules stated that the cell size was the advertised measure ("15 gallons") and not the actual volume. I made sure my system held 13.9 gallons (11.9 + 2 gallons) and that included the filler neck volume with a visible line showing the full mark. I was protested at Spokane and was prepared to pump out the tank to prove that we were in compliance. That was nine years ago.
  20. To the point where the heat generated overwhelms the brakes' capability to dissipate that heat in a timely fashion and keep the overall temperatures within the operating range of the weakest component. Pad volume is a consideration but as Chris said, there is a trade-off when talking about surface temp. Wear vs temperature is usually expressed as a log function so keeping temps down usually has a significant effect on life. Rotor temp may be your limiting factor, and you may find that covering more of the rotor surface with bigger pads may not be the direction that you need to go. Also as Chris said, maximize your cooling and that will help everything. If you're already there, consider other pad choices. I went from Hawk Blues to ST-43s and cut my pad costs to about a third but gave up some sensitivity/modulation.
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