Close, but not quite. 11.15

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Close, but not quite. 11.15

Postby pkv88mkvii » Mon Oct 24, 2011 8:05 pm

I promised a 10 second pass this year, but the track is closed and I didn't quite make it. Sorry. 8-) I cracked the block on my 347 in about 12 places in June and waited all summer for different parts to arrive. I now have a healthy Dart blocked 363 with more cam and more boost, but it's only been running for a few weeks and I ran out of tuning opportunities. The track closed last night and the last pass was 11.15@120. It's going to be a long winter. I refuse to take a pound out of the car though and still have my cushy Blass seats and power everything. It certainly attracts some attention at the track.
1988 Bill Blass. 363 Dart based stroker. 10.59@125 so far. More to come.
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Re: Close, but not quite. 11.15

Postby oldschool1 » Mon Oct 24, 2011 11:26 pm

Still ...
Congratulations on almost breaking 11 and
congratulations on your 300th post!
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Re: Close, but not quite. 11.15

Postby pkv88mkvii » Mon Oct 24, 2011 11:48 pm

oldschool1 wrote:Still ...
Congratulations on almost breaking 11 and
congratulations on your 300th post!

Wow. 300. Where is that tracked, lol?
1988 Bill Blass. 363 Dart based stroker. 10.59@125 so far. More to come.
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Re: Close, but not quite. 11.15

Postby CDW6212R » Mon Oct 24, 2011 11:58 pm

Well done on hitting 11.15 seconds, that is still really quick. What trans and torque converter are you using now? Keep at it.
Don
1991 Red Special Edition, my 2nd SE, dead paint, DWS 255/45/17's on 95 Cobra wheels, and soon; DVD/Navi/backup camera, OBDII and the 347, before custom paint.
98 Mountaineer with Continental DWS 255/55/18's, big sway bars, custom brakes. Soon to be A4WD with XP8 bumpers and wing.

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Re: Close, but not quite. 11.15

Postby artbaileyjr » Tue Oct 25, 2011 12:54 am

pkv88mkvii wrote:Wow. 300. Where is that tracked, lol?
Take a look over on the right side of the page ---------------------------------------------------------->>>>>>>>>>>>>>>>
..... It's more about the people, than it is about the cars .....

Image
... 1988 LSC 5 spd - Shifty ............... 1990 LSC SE - Trusty ............... 1991 LSC SE - Dusty ...
http://www.hemmings.com/mus/stories/200 ... uide1.html
http://www.lincolnlandonline.com/index.html
1984 Base Turbo diesel, Silver - 1986 Bill Blass, Med Sandlewood, - 1988 LSC, Shadow Blue - 1988 LSC, Black, 5 spd -1988 Bill Blass, White - 1990 SE, Black
1991 SE, Black - 1991 LSC, Currant Red - 1991 LSC, White - 1991 SE, Currant Red. All straight, licensed, garaged and completely dependable.
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Re: Close, but not quite. 11.15

Postby pkv88mkvii » Tue Oct 25, 2011 6:42 pm

artbaileyjr wrote:
pkv88mkvii wrote:Wow. 300. Where is that tracked, lol?
Take a look over on the right side of the page ---------------------------------------------------------->>>>>>>>>>>>>>>>

Guess I never looked over there, lol.
1988 Bill Blass. 363 Dart based stroker. 10.59@125 so far. More to come.
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Re: Close, but not quite. 11.15

Postby pkv88mkvii » Tue Oct 25, 2011 6:58 pm

CDW6212R wrote:Well done on hitting 11.15 seconds, that is still really quick. What trans and torque converter are you using now? Keep at it.

My trans was actualy built by John (Marked Man) a few years ago. What happened to him anyway? It's an AOD with a Lentech valve body. The dreaded shuffle shift is gone and my indicated L, D, OD is now 1,2,3. OD is a switch on the dash. The converter is a Lentech 3500. John said the trans was good for 600 hp and we've been there a couple years now. I think I'm going to get a Lentech trans over the winter since my plans are to throw more boost and possibly some nitrous at it. I may go to a 3 spd. to save a little weight. I don't do that much highway driving with it. I'm running 12# of boost now. I changed the pulley again which was supposed to take me from 11# to 14#, but apparently I am at the limits of a ProCharger P1SC with my motor. They said it would make 20# - they neglected to say that was on a 4 cyl. motor. So now it has to get sent out and recased as a D1SC. Only $1600 to improve a blower I just bought 2 years ago for $4000. Geez.
1988 Bill Blass. 363 Dart based stroker. 10.59@125 so far. More to come.
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Re: Close, but not quite. 11.15

Postby CDW6212R » Tue Oct 25, 2011 9:29 pm

Good deal, more boost. the AOD can be a strong trans, and it sounds like yours has most of the parts available in it. I loved the TransGo kit I put in my first LSC, and I rebuilt that AOD after I wrecked and parted out the car. I installed the best parts available at the time, 1998. Lentech was new back then, and the mechanical diode was unknown then since it was just brand new(1998 4R70W). I'd say go with the trans that fits your driving needs best, the OD is great for street use. If better control of shifts was needed, the electronic AODE/4R70W is best. The difference in weight and power efficiency is minor, only a full out race car would really notice the difference of a C4. I'd stick with the overdrive.
Don
1991 Red Special Edition, my 2nd SE, dead paint, DWS 255/45/17's on 95 Cobra wheels, and soon; DVD/Navi/backup camera, OBDII and the 347, before custom paint.
98 Mountaineer with Continental DWS 255/55/18's, big sway bars, custom brakes. Soon to be A4WD with XP8 bumpers and wing.

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Re: Close, but not quite. 11.15

Postby oldschool1 » Wed Nov 02, 2011 2:52 am

Wow. I too miss John. I haven't spoken to him since he PREDICTED the resession a year before it happened.

Like Art said, our post counts are to the right of each post. Though I've been here the longest, I do NOT have the highest post count :|
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Re: Close, but not quite. 11.15

Postby artbaileyjr » Thu Nov 03, 2011 5:20 am

oldschool1 wrote:..... I do NOT have the highest post count :|

But he dwarfs ANY of us and many combined, in terms of sheer hours, days, weeks, years online as an aggregate, keeping this board up and running. Post count means squat. Dedication is another thing altogether.
..... It's more about the people, than it is about the cars .....

Image
... 1988 LSC 5 spd - Shifty ............... 1990 LSC SE - Trusty ............... 1991 LSC SE - Dusty ...
http://www.hemmings.com/mus/stories/200 ... uide1.html
http://www.lincolnlandonline.com/index.html
1984 Base Turbo diesel, Silver - 1986 Bill Blass, Med Sandlewood, - 1988 LSC, Shadow Blue - 1988 LSC, Black, 5 spd -1988 Bill Blass, White - 1990 SE, Black
1991 SE, Black - 1991 LSC, Currant Red - 1991 LSC, White - 1991 SE, Currant Red. All straight, licensed, garaged and completely dependable.
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Re: Close, but not quite. 11.15

Postby Dallas90LSC » Wed Dec 14, 2011 10:52 am

First of all, great job on getting that Mark VII to that level. I hope I get to meet you and take a ride in it some day.

I'm going to back up Don on the 4R70W suggestion.
IF you are about to spend the money on a new transmission, and IF you are willing to do the work and spend money on parts for C4 swap, you should consider a 4R70W.

You know those few tenths you're looking for? They are waiting for you in the programmability of the Baumann stuff.
With the Baumann (now the Optishift...better than the old Baumannator)) you have full control over shift rpm/mph as well as shift firmness. Since you can program the firmness (function of TPS), there is NO NEED for some superduper stupid expensive valve body.
So you figure out your optimal shift points based either on known HP@RPMs or based on trap times. Then when you pull up to the line, you put it in Drive and leave the shifter alone. It will shift at exactly the same point every time, all the time.

I suspect the steeper 1st and 2nd gears would help get it out of the hole as well 8-)
2.84 and 1.5, respectively.

I've been running my 4R70W with the old controller -it was the current one when I did the swap- for over 4 years. There is nothing to compare it to. Shift firmness is a function of TPS voltage. So I have mine programmed to shift somewhat firm at light and mid throttle, but the deeper I get into the throttle, the harder it shifts.
Shift points are fully programmable as well as converter lockup.

For example, I have it programmed to drop into 4th at 50 MPH at light throttle. Converter lockup -at light throttle- will come in .3 seconds after the shift.
Now, my converter is somewhat loose (but not too much), and there are many roads around here where I can be running 40-45 MPH. So I have it programmed to lock the converter in 3rd gear at anything above 35 MPH. This keeps the trans temps and RPMs down.
Like I said, there is nothing to compare it to.

Think about it. If you have questions, PM me. We can even swap phone numbers if you want to talk in real time.
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