Quote:
Originally Posted by ZLElvira
Your comment clearly shows you have no clue what you're talking about. Road Atlanta and Sebring are ROAD COURSES... not Autocross. Big difference. If you did build a car for more ethanol content then you'd definitely need a bigger fuel system with an auxiliary tank, because everyone knows running that much E, will run out of fuel in 25-30 minutes.
Weird is watching so many people fall on the sword that our Dyno is optimistic when every other Mustang Dyno compared to a DynoJet is the opposite. Is there no possibility that my solution to thermal balances of the LT4 actually solves a problem every shop would rather just add more fuel like the OEM programming does, which also takes up the fuel most would like to use for adding more ethanol..? SOunds kinda like bad oil pumps that GM claimed was not an issue, all the way up until Katech made a new one to fix the issues, forcing GM to pay for new engines... just like the one I have now. You claim to be a GM calibrator and actually doing such requires thinking outside the box sometime to actually fix a cause, rather than a symptom.
The really weird part... I am sharing this info for free, Gabe Griffin of GMS has wrapped nearly all his business around the exact facts of what I shared with him a year ago to build my car and everyone on this forum is eating it up.
Enjoy the free info... do with it what you will, but in every bit of the 35 years of Engineering some of the fastest proven race cars and Offshore boats in the World, you might just dive into what I share and see for yourself it works.
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Your work and the info you're selflessly sharing here and on youtube are both very much respected here. Your ZL1 looks fantastic and performs great as well, your cooling solution is both innovative and interesting, I'm positive it helps avoid heat soak.
There is no need to die on the hill of physics defying power numbers, though. The car's aerodynamic properties are a given, its weight you didn't change that much from stock, and we know what kind of acceleration numbers to expect with how much power, as people have been posting 8-9s down to 3-4s 60-130 dragy slips, so this entire time range has been richly peppered with data points.
Your car accelerates at 0.5-0.6g at around 60 mph, and that metric would be much higher (closer to 1.0g) if it really had 790 rwhp (~900 crank hp) and 800 lb-ft of torque. This has nothing to do with cooling efficiency, we're talking zero to a few seconds into your run where the positive temp gradient, if any, is irrelevant, this is simply forces and kinematics with mass, torque and acceleration.
Again, nothing wrong with your work or your car, it performs very well, and the point of cooling being and absolutely dominant factor on a road course is well taken. Just let go of this dyno number.