PCA D-Class and GTS2, How?
#16
Burning Brakes
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Lots of great data guys. I have a lot of stuff removed, but still need to do the sunroof, sound insulation, and door panels. Doug, I just rebuilt my engine two winters ago. Ill drive it until I have spent a season or two racing, then buy and build a 78-79 if it makes sense.
My current exhaust is pre-74 heat exchangers headers without the tin and a Monty muffler. I can lose about 20 lbs from the Monty if I go to Supertraps or similar. I plan on keeping the heavy bumpers at first also. Im thinking it might save me a few $$ in body work in case things get a little close.
Cris, your tubwork looks great. Ill be doing that and caging it this winter.
So it sounds like the final analysis is build the car to GTS2 weight, then add spare tire, passenger seat, RS carpet kit, and ballast to make D-Class weight. Thanks a bunch.
My current exhaust is pre-74 heat exchangers headers without the tin and a Monty muffler. I can lose about 20 lbs from the Monty if I go to Supertraps or similar. I plan on keeping the heavy bumpers at first also. Im thinking it might save me a few $$ in body work in case things get a little close.
Cris, your tubwork looks great. Ill be doing that and caging it this winter.
So it sounds like the final analysis is build the car to GTS2 weight, then add spare tire, passenger seat, RS carpet kit, and ballast to make D-Class weight. Thanks a bunch.
Last edited by dbryant61; 12-16-2008 at 11:07 PM.
#17
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Don - I run SS equal length headers with straight 2" pipes out the back, can't get any lighter back there. For tracks like Limerock I have a 2-in / 2-out 1- piece Flowmaster 80 unit that goes on/off in about 3 minutes. 2 nuts, 2 quick release clamps.. For NASA, be sure to have the proper bars as the Safety Devices cage I had needed the diagonal added (we may have already discussed this).
#18
Drifting
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Fred,
2700/14.5 = 186. Sounds like 9.8:1 CR to me. I was pretty happy with my numbers, but I suppose I will get closer to 175 with better headers. I currently have pre-74 heat exchangers.
Gary,
My car will also remain legal. Ill just have to get creative with weight. I like the new rule allowing the removal of sound deadening material.
Thanks all for your ideas. More ideas are welcome.
2700/14.5 = 186. Sounds like 9.8:1 CR to me. I was pretty happy with my numbers, but I suppose I will get closer to 175 with better headers. I currently have pre-74 heat exchangers.
Gary,
My car will also remain legal. Ill just have to get creative with weight. I like the new rule allowing the removal of sound deadening material.
Thanks all for your ideas. More ideas are welcome.
A friend of mine running a 78SC in prepared E had his motor rebuilt last year and was initially dissappointed with the performance of his car. The shop adjusted timing and he gained 3 to 6 hp on the same dyno this way. Perhaps something else to think about.
I echo what the others wrote for weight reduction.
Good luck with the project!
Last edited by FredC; 12-17-2008 at 11:16 AM.
#19
Burning Brakes
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Gary, Sean and Fred,
I spent some time last night looking at race results. You guys all look very close, along with Del Auray who won the class at the race at VIR. I was there and took a look at his car. Thanks to all of you for being so free with your info.
Fred, I have been running 10 deg. BTDC with 93 octane pump gas. Do you happen to know what timing you are running and what fuel is allowed?
Thanks,
Don
I spent some time last night looking at race results. You guys all look very close, along with Del Auray who won the class at the race at VIR. I was there and took a look at his car. Thanks to all of you for being so free with your info.
Fred, I have been running 10 deg. BTDC with 93 octane pump gas. Do you happen to know what timing you are running and what fuel is allowed?
Thanks,
Don
#20
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Gary, Sean and Fred,
I spent some time last night looking at race results. You guys all look very close, along with Del Auray who won the class at the race at VIR. I was there and took a look at his car. Thanks to all of you for being so free with your info.
Fred, I have been running 10 deg. BTDC with 93 octane pump gas. Do you happen to know what timing you are running and what fuel is allowed?
Thanks,
Don
I spent some time last night looking at race results. You guys all look very close, along with Del Auray who won the class at the race at VIR. I was there and took a look at his car. Thanks to all of you for being so free with your info.
Fred, I have been running 10 deg. BTDC with 93 octane pump gas. Do you happen to know what timing you are running and what fuel is allowed?
Thanks,
Don
The USA 80-83 engines have a different ignition distributor than the 78-79 and 80-83 ROW engines. It has a very short advance curve.
You have to be a little more conservative with total timing--you should shoot for 31-33 degrees total at 6000 rpm. That is assuming a healthy engine with proper A/F ratio. The 8.5/1 engines can handle 35-38 degrees total, because of the lower compression ratio.
Ideally you would take your car to a dyno and tune for max advance on the dyno.
Last edited by flatsics; 12-17-2008 at 12:29 PM.
#21
Drifting
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Gary, Sean and Fred,
I spent some time last night looking at race results. You guys all look very close, along with Del Auray who won the class at the race at VIR. I was there and took a look at his car. Thanks to all of you for being so free with your info.
Fred, I have been running 10 deg. BTDC with 93 octane pump gas. Do you happen to know what timing you are running and what fuel is allowed?
Thanks,
Don
I spent some time last night looking at race results. You guys all look very close, along with Del Auray who won the class at the race at VIR. I was there and took a look at his car. Thanks to all of you for being so free with your info.
Fred, I have been running 10 deg. BTDC with 93 octane pump gas. Do you happen to know what timing you are running and what fuel is allowed?
Thanks,
Don
#22
Rennlist Member
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Some info on fuel ,ignition,detonation,ect.
http://www.rennsportsystems.com/2a.html
Thread about ignition timing for more HP.
http://forums.pelicanparts.com/showt...timing+advance
http://www.rennsportsystems.com/2a.html
Thread about ignition timing for more HP.
http://forums.pelicanparts.com/showt...timing+advance
#23
Rennlist Member
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Some info on fuel ,ignition,detonation,ect.
http://www.rennsportsystems.com/2a.html
Thread about ignition timing for more HP.
http://forums.pelicanparts.com/showt...timing+advance
http://www.rennsportsystems.com/2a.html
Thread about ignition timing for more HP.
http://forums.pelicanparts.com/showt...timing+advance
#24
Addict
Rennlist Member
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When I ran a 993 in the old PCA d and GTS3 with NASA, I found the best way to get there is to take outas much stuff as you can and still remain legal for PCA then add ballast. The floor board is the best place to have weight (legally) if you need to meet weight. I had to add 80 lbs of ballast and run a full fuel load for PCA.
I always took the door panels off, removed ballast, spare tire and passenger seat for NASA events. You get good at removing and reinstalling the door panels after a couple times. Obviously, I never had to worry about filling up the tank before a race or qualifying for NASA.
I always took the door panels off, removed ballast, spare tire and passenger seat for NASA events. You get good at removing and reinstalling the door panels after a couple times. Obviously, I never had to worry about filling up the tank before a race or qualifying for NASA.
Last edited by John H; 12-17-2008 at 01:09 PM. Reason: clarity
#27
Drifting
#28
Nordschleife Master
#30
Drifting