So I bought a track car. Well, okay, two track cars.
01-16-2013, 01:16 AM
#61
Race Director
I think you guys just want Rob to suffer as much at home as you do.
These things take time. "Significant others" need to be slowly "conditioned" to crazy toys.
It's way easier to "sell" a dual purpose car, at home, than a dedicated race car.
Then one day, when you get home really late, from waiting at the track for a tow truck to drag your broken "dual purpose vehicle" home, it can be your "significant other's" idea for you to get a trailer!
Way less pain. Uses up way less "husband" points.
These things take time. "Significant others" need to be slowly "conditioned" to crazy toys.
It's way easier to "sell" a dual purpose car, at home, than a dedicated race car.
Then one day, when you get home really late, from waiting at the track for a tow truck to drag your broken "dual purpose vehicle" home, it can be your "significant other's" idea for you to get a trailer!
Way less pain. Uses up way less "husband" points.
I am lucky that my wife hates all of my hobbies.....regardless of what they were...... In her view they consume two things she would rather have
1: my time
2: HER money
I have yet to get her to the track......not once...ever.....I might be able to convince her to go to laguna seca, since she can go shopping with Mrs Petty while we play on the track......
my ultimate goal.......is get her on track...knowing how driven and competitive she is.....she would LOVE it.....
01-16-2013, 01:49 AM
#62
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Just for grins, here's the compilation of all of the dyno runs that (as far as I can tell) belong to the White Zombie. The first group of runs had no dates on them but clearly they're an early iteration of the stroker. One can tell where the CARB(on fiber) intake was added....
Code:
Date Notes Max HP Max Tq Early Mark's 928 MSDS with borla (baseline) 382.3 405.9 Early Mark's 928 MSDS with borla (baseline) 389.9 400.89 Early Mark's 928 MSDS with borla (baseline) 392.3 412.5 Early Mark's 928 MSDS with borla - with air cleaner (final) 390.3 414.1 Early Mark's 928 MSDS with borla no aircleaner 395.9 396.3 Early Mark's 928 MSDS with borla -3" duals 399.8 434.6 Early race header with dual 3" 369.1 383 Early race header with dual 3" #30 With Auger 380.8 388.4 Early race header with dual 3" #30 with Auger 377 383.3 Early race header with dual 3" with Auger 357.2 409 Early race header with dual 3" 380.7 415.9 Early race header with dual 3" 386.8 402 Early Mark's 928 GTS 382.4 395.6 Early Mark's 928 GTS 381.5 391.2 Early Mark's 928 GTS 378.6 393.8 Early Mark's 928 GTS - 3.5" flowmasters, MSDS header 391.1 398.6 7/27/2001 DASTEK 408.8 376 7/27/2001 DASTEK 412.9 401.8 7/27/2001 Stock EZK reduced fuel pressure after run #7 414.2 409.5 7/27/2001 Stock 3.0 bar Bl Pot original FBOX 407.6 460.4 7/27/2001 Dynojet 248C 399.1 403.2 3/21/2002 extrude honed intake with 80 mm TB 405.2 400.4 3/21/2002 extrude honed intake with 80 mm TB 401.2 410.6 3/21/2002 extrude honed intake with 80 mm TB 430.4 426.1 3/21/2002 extrude honed intake with 80 mm TB 438.8 420.4 5/6/2002 extrude honed intake with 80 mm TB, kelly moss heads 354.5 403.7 5/6/2002 extrude honed intake with 80 mm TB, kelly moss heads, stock EZK 406 424.9 5/6/2002 extrude honed intake with 80 mm TB, kelly moss heads 413.1 432.3 7/29/2002 extrude honed intake with 80 mm TB, kelly moss heads, stock EZK 416 427.3 7/29/2002 extrude honed intake with 80 mm TB, kelly moss heads, stock EZK 407.7 407.9 7/29/2002 extrude honed intake with 80 mm TB, kelly moss heads, stock EZK 405 9/6/2002 Baseline 422.3 392.5 9/16/2002 Tri-Y header without muffler, 5" of vacuum, 30 psi fuel 417.9 429.6 9/16/2002 Tri-Y header without muffler, 3" of vacuum, 42 psi fuel 406.2 435.2 9/16/2002 Tri-Y header without muffler, 3" of vacuum, 42 psi fuel 402.2 435.2 9/17/2002 Stock ECU, Stock intake, Stock exhaust 349.7 372.4 9/17/2002 Tri-Y header without muffler, 5" of vacuum, 30 psi fuel 431.4 443.2 10/2/2002 Tri-Y header without muffler, 5" of vacuum, 30 psi fuel 431.2 444.3 10/3/2002 Stock EZK, stock intake, no cat/magnaflow 381 379.7 10/3/2002 Stock EZK, stock intake, cat, stock exhaust 342.2 368.7 6/30/2003 CARB and INT 36 LB injector (This dyno chart in 928 Forum V2 #1) 484.2 437.5 7/17/2003 CARB and INT 36 LB injector, with DASTEK 474 443.2 7/17/2003 CARB and INT 36 LB injector, with DASTEK 469.1 445.3 7/30/2003 CARB and INT 36 LB injector, with DASTEK 486 451.7 10/16/2003 Equal legth headers, CF manifold 511.9 442.5 10/16/2003 Equal legth headers, CF manifold 506.5 432.1 11/24/2003 CARB and INT 36 LB injector, with DASTEK 473.5 437.8 11/24/2003 Equal length headers, CF manifold 507.9 462.7 11/25/2003 CARB and INT 36 LB injector, with DASTEK 471.5 447.1 11/25/2003 CARB and INT 36 LB injector, with DASTEK 474 438.6 11/24/2003 Equal length headers, CF manifold 517 8/26/2004 Equal length headers, CF manifold 481.3 434.8 8/17/2005 CARB and INT new injectors 36 LB injector, with DASTEK-stock exhuast 436.1 401.7 9/23/2005 CARB and INT new injectors 36 LB injector, with DASTEK 496.6 9/23/2005 CARB and INT new injectors 36 LB injector, with DASTEK 478.2 438.3 12/13/2005 CARB and INT new injectors 36 LB injector, with DASTEK 474 440.3 12/13/2005 CARB and INT new injectors 36 LB injector, with DASTEK 475.8 12/13/2005 CARB and INT new injectors 36 LB injector, with DASTEK 476.9 12/31/2005 CARB and INT new injectors 36 LB injector, with DASTEK 475.8 8/24/2007 Carb and Int. new injectors 36 lb injector with DASTEK. New engine, Hall sensor and knock sensors disconnected 413.9 369.4 8/26/2007 Carb and Int. new injectors 36 lb injector with DASTEK. New engine, Hall sensor and knock sensors disconnected 518.1 451.7 9/27/2007 488.5 399.51 9/27/2007 496.2 419.27 9/27/2007 508.42 429.58 9/27/2007 472.2 429.27 8/14/2008 Equal length headers, CF manifold 496.1 431.6
01-16-2013, 02:10 AM
#63
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carbon naca duct hood
Hello Rob, i am taking the hood off to put back to stock and therefore asking you if you want my old hood. With minor body work ,this hood would cool your engine alot better! front bumper too if needed.
01-16-2013, 02:37 AM
#64
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Appreciate the offer, Luan, but I think the canisters for the Motons are mounted about where your NACA ducts are located. Besides, Mark's hood already has been lightened, and it used to be cut for a CAI at the base of the windshield, in the era before the carbon fiber intake. He also has these bitchin' hood pins holding it down (installed sometime between 7/21/00 and 9-3-00, judging by the picture record), that I'd have to remove to fit a different hood. Check out his special asymmetrically lightened hood hinges- Mark said he spent a ton of time drilling this out and discovered that it bought him way too little weight savings, so he didn't bother with the other side.
01-16-2013, 09:10 PM
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01-16-2013, 10:12 PM
#67
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Two ways to hell with SO's and race cars. Most common is that she's not involved at all and she doesn't understand. Or she's totally involved and has her own helmet.
01-17-2013, 03:04 AM
#68
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I'm very glad to read this.
Sad to hear Mark has decided to stop racing, But very glad to hear Rob will continue the torch and the car will remain on track.
I'll second what Brian has offered. My car is at the track and you're welcome to it.
May be we could talk Mark into doing a private school for all us 928 guys at T-hill?
Any ways, cogratulations I'm glad you have the car.
Sad to hear Mark has decided to stop racing, But very glad to hear Rob will continue the torch and the car will remain on track.
I'll second what Brian has offered. My car is at the track and you're welcome to it.
May be we could talk Mark into doing a private school for all us 928 guys at T-hill?
Any ways, cogratulations I'm glad you have the car.
01-17-2013, 03:18 AM
#69
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May be we could talk Mark into doing a private school for all us 928 guys at T-hill?
01-17-2013, 03:32 AM
#70
The Parts Whisperer
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01-17-2013, 02:04 PM
#72
Race Director
Dr Rob is at the "golden" stage of DE-racing...... Having a drive to track and home racer is the most cost effective way to start......
I would seriously consider starting on street tires as well....they last MUCH longer and still perform pretty good...... Of course there is enough room to bring a full set of r comps to switch at the track....
Spend your track days learning......plenty of great instructors down there....you will be racing soon enough!!!
I would seriously consider starting on street tires as well....they last MUCH longer and still perform pretty good...... Of course there is enough room to bring a full set of r comps to switch at the track....
Spend your track days learning......plenty of great instructors down there....you will be racing soon enough!!!
01-17-2013, 03:21 PM
#73
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Absolutely the plan is to start on DOT's, I've done enough Skippy courses to know that my hands (and brain) aren't fast enough to get myself out of trouble on slicks, they're something to work up to. For me this is all about 1) having fun, and 2) working up to not sucking at driving, as I will never fit in my sponsored F1 ride no matter how big a seat they make.
01-17-2013, 06:16 PM
#74
Instructor
Hey Rob, congratulations, the best way to go. Much easier to dial a car down than up. When I bought my track car the suspension set was set up with very stiff springs and dampers. I could barely drive it, so swapped in a more mild setup and ran with R spec tyres. A couple of years later now, with much more experience, I am thinking going back up. My track car has cheap Historic rego in NSW (> 30 years old) and so I can drive it to and from the track. The occasional trip home on a tilt tray about one a year, is not much of an inconvenience.
01-17-2013, 06:25 PM
#75
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I have tried spring rates all over the map (some as high as 1600 lbs) What I finally setteled on was a very soft spring rate of 800 fronts and 350 rears. That said I have made some modifications to the shock attachment points which did alter spring wheel rate, but not that great. You also need to remember that my car is nearly 1000 lbs lighter than stock.