Too much hp-talk, let's talk real life numbers!
06-16-2010, 09:27 AM
#301
Nordschleife Master
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06-16-2010, 09:56 AM
#306
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There was a similar thread a while back on a "US Version" of doing 60-100mph which would pretty much allow a 3rd gear WOT roll and no shift as redline would put you right at 100mph give or take.
That thread came about as the US is pretty much the only naiton that cares about 0-60 and especially 1/4 mile. All other nations do the 100-200 type of tests which takes driver error, etc. out ofthe equation.
Also, if they are doing measured times as a run though the 100kmh than vs. holding 100 and then WOT, thsat explains the super fast times as momentum means everything.
So yes, the harder or quicker start would allow much more speed and momentum than a car that is holding 100khm and then flooring it.
Real world example:
You are holding steady at 100khm and racing another car that is coming up behind you accel to 100khm and you hit it when he is at your bumper; he will FLY by you.
That thread came about as the US is pretty much the only naiton that cares about 0-60 and especially 1/4 mile. All other nations do the 100-200 type of tests which takes driver error, etc. out ofthe equation.
Also, if they are doing measured times as a run though the 100kmh than vs. holding 100 and then WOT, thsat explains the super fast times as momentum means everything.
So yes, the harder or quicker start would allow much more speed and momentum than a car that is holding 100khm and then flooring it.
Real world example:
You are holding steady at 100khm and racing another car that is coming up behind you accel to 100khm and you hit it when he is at your bumper; he will FLY by you.
06-16-2010, 10:02 AM
#307
On a 944T the quickest way to do 100-200km/h depends on how fast the driver is able to shift from 3rd to 4th.
100-150km/h means 3rd gear from 4k (3998.538) rpm to 6k (5997.807) rpm, easier to get a significant figure than 100-200km/h.
100-150km/h means 3rd gear from 4k (3998.538) rpm to 6k (5997.807) rpm, easier to get a significant figure than 100-200km/h.
06-16-2010, 10:49 AM
#308
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Yes, keeping it in that range 100kmh-160kmh or so to get a full 3rd gear only 60-100mph run.
06-16-2010, 01:23 PM
#309
Ok, just looked at some of my logs, couldn't find one that was super accurate but in 3rd gear I once did 100-150km/h in ~3 secs.
Is that good for a 3.0 8V at 14.5psi?
Stock wheels and tire sizes.
Is that good for a 3.0 8V at 14.5psi?
Stock wheels and tire sizes.
06-16-2010, 02:29 PM
#310
Nordschleife Master
Thread Starter
3 sec is fast. But the smaller the interval, the less it differs between cars.
So 100-200 is really a much better test. Yes gear change comes into play, but not that much.
You can shift really slow in 1 sec or shift fast in 0.3 sec. While a normal sporty car can take 20+ seconds 100-200 and a really fast car sub 7 sec.
So 100-200 is really a much better test. Yes gear change comes into play, but not that much.
You can shift really slow in 1 sec or shift fast in 0.3 sec. While a normal sporty car can take 20+ seconds 100-200 and a really fast car sub 7 sec.
06-16-2010, 03:29 PM
#311
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At least try a 60-100mph. The time from holding at 60 and then floor it should be close to 0-60 times.
So anything in the 5 sec or less for 60-100 would be good.
06-16-2010, 03:50 PM
#312
Nordschleife Master
There was a similar thread a while back on a "US Version" of doing 60-100mph which would pretty much allow a 3rd gear WOT roll and no shift as redline would put you right at 100mph give or take.
That thread came about as the US is pretty much the only naiton that cares about 0-60 and especially 1/4 mile. All other nations do the 100-200 type of tests which takes driver error, etc. out ofthe equation.
Also, if they are doing measured times as a run though the 100kmh than vs. holding 100 and then WOT, thsat explains the super fast times as momentum means everything.
So yes, the harder or quicker start would allow much more speed and momentum than a car that is holding 100khm and then flooring it.
Real world example:
You are holding steady at 100khm and racing another car that is coming up behind you accel to 100khm and you hit it when he is at your bumper; he will FLY by you.
That thread came about as the US is pretty much the only naiton that cares about 0-60 and especially 1/4 mile. All other nations do the 100-200 type of tests which takes driver error, etc. out ofthe equation.
Also, if they are doing measured times as a run though the 100kmh than vs. holding 100 and then WOT, thsat explains the super fast times as momentum means everything.
So yes, the harder or quicker start would allow much more speed and momentum than a car that is holding 100khm and then flooring it.
Real world example:
You are holding steady at 100khm and racing another car that is coming up behind you accel to 100khm and you hit it when he is at your bumper; he will FLY by you.
Top Fuel Drag Racing Put Into Perspective:
* One Top Fuel dragster makes more horsepower than the first 4 rows of the Daytona 500.
* At full throttle, a Top Fuel dragster consumes 11.5 gallons of Nitromethane per run; a fully loaded 747 consumes jet fuel at the same rate but produces 25% less energy.
* A stock 426 HEMI does not produce enough horsepower to drive a Top Fuel supercharger
* At full throttle the supercharger is ramming 3000 CFM of air into the cylinders. The mixture is so compressed that the engine is on the verge of hydraulic lock.
* Nitromethane burns yellow. The white flames seen above the exhaust stacks is actually Hydrogen, which has been dissociated from water by the heat of combustion.
* At stoichiometric, the nitromethane air/fuel ratio is 1.7:1. Flame front temperature is 7050 degrees.
* The dual magnetos produce 44 amps to each plug. This is enough current to arc weld.
* Spark plugs are totally consumed during a run. In fact, after half way, the engine is dieseling from the compression and the glow of the exhaust valves. After this point, the engine can only be shut down by cutting the fuel flow.
* To accelerate to over 300 MPH in 4.5 seconds the dragster must average 4 Gs. For the dragster to reach 200 MPH by half-track required 8 Gs.
* A Top Fuel engine only turns approximately 540 revolutions from light to light. Including the burnout, the engine must survive only 900 revolutions!
* Redline is quite high at 9500 RPM.
* Assuming all the equipment is paid off, the crew is working for free, and nothing blows up, each run costs $1000 per second.
Perspective:
So you take your specially tuned $140,000 Lingerfelter “Twin Turbo” Corvette, and start back about a mile or so, accelerating as fast as you can, reaching your top speed of 200 MPH. This is really moving and would be something anyone would be proud of. You’re approaching the starting line where the Top Fuel dragster is sitting – stopped – waiting for you. As you cross the starting line, the light turns green.
Within 3 seconds you are deafened by the incredible whine of the dragster, which has caught up to you. He passes and beats you to the end of the 1320-foot quarter mile.
THAT is acceleration …
06-16-2010, 05:19 PM
#313
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haven't seen that one in a while...I like the Lingenfelter Corvette 200mph reference.
As far as this thread....passing gear times seem very relevant for our cars!
As far as this thread....passing gear times seem very relevant for our cars!
That all depends on what you are driving... Old but still good, and deffinitely relevant!
Top Fuel Drag Racing Put Into Perspective:
* One Top Fuel dragster makes more horsepower than the first 4 rows of the Daytona 500.
* At full throttle, a Top Fuel dragster consumes 11.5 gallons of Nitromethane per run; a fully loaded 747 consumes jet fuel at the same rate but produces 25% less energy.
* A stock 426 HEMI does not produce enough horsepower to drive a Top Fuel supercharger
* At full throttle the supercharger is ramming 3000 CFM of air into the cylinders. The mixture is so compressed that the engine is on the verge of hydraulic lock.
* Nitromethane burns yellow. The white flames seen above the exhaust stacks is actually Hydrogen, which has been dissociated from water by the heat of combustion.
* At stoichiometric, the nitromethane air/fuel ratio is 1.7:1. Flame front temperature is 7050 degrees.
* The dual magnetos produce 44 amps to each plug. This is enough current to arc weld.
* Spark plugs are totally consumed during a run. In fact, after half way, the engine is dieseling from the compression and the glow of the exhaust valves. After this point, the engine can only be shut down by cutting the fuel flow.
* To accelerate to over 300 MPH in 4.5 seconds the dragster must average 4 Gs. For the dragster to reach 200 MPH by half-track required 8 Gs.
* A Top Fuel engine only turns approximately 540 revolutions from light to light. Including the burnout, the engine must survive only 900 revolutions!
* Redline is quite high at 9500 RPM.
* Assuming all the equipment is paid off, the crew is working for free, and nothing blows up, each run costs $1000 per second.
Perspective:
So you take your specially tuned $140,000 Lingerfelter “Twin Turbo” Corvette, and start back about a mile or so, accelerating as fast as you can, reaching your top speed of 200 MPH. This is really moving and would be something anyone would be proud of. You’re approaching the starting line where the Top Fuel dragster is sitting – stopped – waiting for you. As you cross the starting line, the light turns green.
Within 3 seconds you are deafened by the incredible whine of the dragster, which has caught up to you. He passes and beats you to the end of the 1320-foot quarter mile.
THAT is acceleration …
Top Fuel Drag Racing Put Into Perspective:
* One Top Fuel dragster makes more horsepower than the first 4 rows of the Daytona 500.
* At full throttle, a Top Fuel dragster consumes 11.5 gallons of Nitromethane per run; a fully loaded 747 consumes jet fuel at the same rate but produces 25% less energy.
* A stock 426 HEMI does not produce enough horsepower to drive a Top Fuel supercharger
* At full throttle the supercharger is ramming 3000 CFM of air into the cylinders. The mixture is so compressed that the engine is on the verge of hydraulic lock.
* Nitromethane burns yellow. The white flames seen above the exhaust stacks is actually Hydrogen, which has been dissociated from water by the heat of combustion.
* At stoichiometric, the nitromethane air/fuel ratio is 1.7:1. Flame front temperature is 7050 degrees.
* The dual magnetos produce 44 amps to each plug. This is enough current to arc weld.
* Spark plugs are totally consumed during a run. In fact, after half way, the engine is dieseling from the compression and the glow of the exhaust valves. After this point, the engine can only be shut down by cutting the fuel flow.
* To accelerate to over 300 MPH in 4.5 seconds the dragster must average 4 Gs. For the dragster to reach 200 MPH by half-track required 8 Gs.
* A Top Fuel engine only turns approximately 540 revolutions from light to light. Including the burnout, the engine must survive only 900 revolutions!
* Redline is quite high at 9500 RPM.
* Assuming all the equipment is paid off, the crew is working for free, and nothing blows up, each run costs $1000 per second.
Perspective:
So you take your specially tuned $140,000 Lingerfelter “Twin Turbo” Corvette, and start back about a mile or so, accelerating as fast as you can, reaching your top speed of 200 MPH. This is really moving and would be something anyone would be proud of. You’re approaching the starting line where the Top Fuel dragster is sitting – stopped – waiting for you. As you cross the starting line, the light turns green.
Within 3 seconds you are deafened by the incredible whine of the dragster, which has caught up to you. He passes and beats you to the end of the 1320-foot quarter mile.
THAT is acceleration …
06-16-2010, 07:52 PM
#314
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anything less than 100km-200km, (62-124mph) doesn't paint a clear enough picture. 6spdonline has a huge thread on this-among others, and is considered THE marker for quickness references.
They have strict rules to be able to post times. Accurate sattelite timing device - there is a list of approved devices,! gradient of road.. too steep downhill is a dis-qualify- the sattelite device will record this also. I belive temp and windspeec, but can't remember. I'm on my phone right now.. takes too long to t pe and verify. you guys should check out the thread. Its epic. Personally, I agree with every rule. but, I still use lesser equipment for reference and comparisons. - and ALWAYS start at lower speed to have the sweeping momemtum.
They have strict rules to be able to post times. Accurate sattelite timing device - there is a list of approved devices,! gradient of road.. too steep downhill is a dis-qualify- the sattelite device will record this also. I belive temp and windspeec, but can't remember. I'm on my phone right now.. takes too long to t pe and verify. you guys should check out the thread. Its epic. Personally, I agree with every rule. but, I still use lesser equipment for reference and comparisons. - and ALWAYS start at lower speed to have the sweeping momemtum.
