e55amgrocket

RBJ cut a 1.49 60ft. 1.59 is good but there's room for improvement and Craig knows that. There are tons of other track (I'll name them if you want me to) that have the same if not better DA in the fall and spring. The reason MIR is so great is because they actually care. They will prep the track to make you happy 99% of the time. I remember a rental where there was 5-6 cars left doing runs and Jason took a 10 minute break to spry and drag the track because he felt it needed to be done.

e55amgrocket

Everyone knows MIR has Nitrous in the air

FASN8N

Nice job Craig, wish I could have made it out now that I have a new clutch ready to take a beating

K-Mac

FACT IS THERE IS NO CAMBER ADJUSTMENT!


Since the mid ‘90 model’s, with the ever increasing speed of vehicle assembly lines there has been no front or rear Camber (or front Caster) adjustment facility fitted OEM


Only current adjustment is front and rear Toe!

It’s no wonder many owners continually change tire brands or go from one MB Dealer or alignment shop to another in an attempt to return vehicle to factory specs – to try and resolve costly premature inner edge tire wear, improve traction and fix steering pull.


Owners can fit inaccurate (one position offset) slotted bolts. These are only available for the front offering a minimal .3 of one degree (3mm, 1/8”) Camber and Caster change. Labor intensive removal is required each time to change a setting.


We saw the need therefore "to fix it right the first time"….


By designing, developing, patenting (and re-instating from the 1990's) fully adjustable front (and rear) suspension for virtually all models.

The current K-MAC kits have up to 4 times the adjustment of these one only position offset bolts (both Positive or Negative). And unlike these one position bolts they can be accurately adjusted on car(under load) direct on alignment turntable (no need for labor intensive removal/replacement each time).


Providing ongoing full, precise adjustment of both Camber and Caster settings if altering suspension height, fitting wide profile tires/wheels, curb knock damage or being able to quickly fine tune/change specs on race days (extra Negative/plus track width to go deeper into the corners/lower lap times). With the unique K-MAC patented design only requiring use of a single wrench/no disassembly.

For the rear, similar kits for full precise Camber adjustment (with additional Toe to compensate for the new Camber facility). Importantly unlike the alternative rear adjustable Camber control arms available K-MAC kits do not move top of tire outwards - this reducing essential clearance top of tire to outer fender when adjusting to fix premature inner edge tire wear/improve rear traction.


Also instead of spherical bearings as used on control arms which prematurely pound out allowing metal to metal contact. At K-MAC we have developed long life elastomer bushings.


Bonus with the four front and four rear bushes is that they are also designed with twice the load bearing area and replace the highest wearing suspension bushings. And with K-MAC no special tools are required to fit.


Note (Product background re bushings): Majority OEM bushes have air voids to allow 2 axis movement. So control arms can travel through their required arcs without binding, locking up.


Essential with today’s modern designs of “multi-link” arms with different angle mount points!


Yet most “aftermarket” replacement bushes the industry standard is to eliminate these air voids in an attempt to improve both steering response and reduce wheel hop, loss of traction under brake and acceleration.


The opposite is often the case – the elimination of the air voids causes even more severe wheel hop, loss of traction through binding, locking up of arms.


K-MAC bushes – with 50 years now of bush technology are designed without the air voids but where needed with “full 2 axis movement”. Result is power to the ground – maximum traction/acceleration/braking - along with noticeably improved directional control and steering response for highway driving, lane changing.

320 dreamer

theres always room for improvement. what I'm trying to get folks to understand (and craig) is that given his rwhp, the POSTED dragtimes 60 ft's (rbj may have a 1.49 but if its not posted theres no way to know thats why dragtimes is the constant) craigs car is running about as good a 60 ft as your going to see. i would love to see a 1.2 from his car but you know as well as i do theres common links between 60 ft 1/8 and 1/4 times.
i agree mir is a great track. much like the track i run at they prep for a test and tune day just like they prep for a nhra race day.

chawkins2001

The 60 ft was good, but if you were there and saw the hesitation and how long it took to shift, you would say that I lost et and mph with the issue.

Yes it would get stuck in 4th at the end of the run, with a code of inplausible gear ratio. Also short shifting the car around 6100rpms loses mph so I am hoping to chase down this gremlin.

In the meantime, I will throw on a smaller blower pulley laying at the house and see if tony can do anything with the shifting on the street.

DVC

Great work brother!

blackbenzz

What's with the red color?

I didn't realize dragtimes was the only place to find info. Maybe I should post my times there. Again, 1.59 is not a great 60' for a E55 modded as much as Craig's car. RBJ and lowpro cut 1.50 or better on stock blower/converter cars. I'm willing to bet money he will do better than 1.59.

MIR has lowest DA in the country??? Want to put money on that too? You know there are tracks further north right? Matter of fact look up the DA at tracks by you right now lol. There's nothing magical about the DA at MIR. The benefits are low elevation and great track prep but that's not exclusive to MIR. ATCO probably has lower DA on a consistent basis. I rent MIR because it's the best track in the area. I do it more than just at the end of the year but that's offseason and only time you can rnet track on the weekend.
If there was no way to know if it's not on dragtimes then how do many people know? The thing your posting on now. Nobody mentioned a 1.2
Yea poor shifting is costing you. The 60' is as well. How old is your conductor plate?

chawkins2001

The plate should be new as it only had 20K miles on it when we rebuilt it for tighter clearances and more clutch packs. Did you have shifting issues Ahmad when you had the weistec setup on?

You were on the same tranny asme right?

99lightning

craig maybe a mechanical valve body is in order its hard to say how much is able to be tuned in these tcu's or if something is being missed in the tuning.

whipplem104

Sounds like your shifts are not completing in time or you are slipping from the power. I do not know what can be modified in the benz tunes on the tcu directly. I do a bit with the mopars and you need more shift pressure. This can be also modified in the ecu for calculated torque. I would suggest logging the pressure solenoids with a scope in the transmission. You can do this from the tcu connector. If you can log these and the internal speed sensors you can see the shift times. If they are very long then it is either transmission health or the pressures need to be increased.
The hard part of all of this is knowing what the actual problem is. If it is going into limp not during a gear change and in 4th then most likely the k3 clutch or the k2 or both are not holding. I put the k3 carrier from the v12 transmissions in and mill the piston for the k2 to hold extra clutches when I build for north of 5-600hp at the crank. Really tightening up the clearances on the clutch packs helps a ton as well. Stock clearances are gong to be extremely slow shifts and when you make a ton of power it will blow through the shifts.
I would probably start with the logging though to see how long the shift are taking in real time. The 3-4 shift is very slow and my guess is that what put you in limp.

whipplem104

Modifying these valve bodies for pressure is pretty tricky. The problem is that there is a very fine balance between two pressures during the gear change that control the overlap between the oncoming and off coming clutches for each gear change. If you change one to much in relation to the other then it can cause binding or a flare. Tuning is really the best way.

BI-Performance

My tranny was taken apart and built with tighter clearances and has extra clutch pacs installed too. I have never got a slipping code with this tranny, and this problem only reared its head once the weistec was put on. I am not really making anymore power than my old setup, rather, I am making the same with less boost and on 93 pump.

Only other things I have changed since my old setup when the shifting was spot on is:

1) Added return style fuel setup with inline filter and adjustable fpr
2) added the weistec kit

Immediatly the shifting exhibited these issues:

1) Right before the shift it felt like power drops off, shifts take place, power dips again and then it goes back to normal
2) Shifting in manual mode makes this issue better, but that is only because I dont let it rev out like it does in sport mode
3) This issue is way more pronounced when the car is driven from a cold start.

Another interesting point is that at the wannagofast half mile, we were not allowed to do standing burnouts. So I never put my car in dyno mode and did standing burnouts. I dragged the car up to 155mph with no limp mode issues but still had the shifting issue.

This past weekend I was in dyno mode, did massive burnouts and got the car up to 130mph and as I crossed the lines in 4th, it would not gear back down.

320 dreamer

its easier to change color when multi quoting. simple as that. i happen to like red.


there are tracks around the country that have a great reputation. yes atco farther north, englishtown nj. both are closed due to snow at this time. mir happens to be a track that can stay open later in the yr. you can run fl in dec and never see d/a like you do on the east coast.

dragtimes has been the goto site for a long time if you want to know how a car runs. and yes if you have times that warrant posting you should list them there.

the 1.2 was an exaggeration of course. he doesn't own a mustang.

cnterline

Atco is closed due to snow ????? Weather is showing 26 and clear
I hear Buffalo NY is closed due to snow but not Atco

RaceHorse

I think he means generally speaking(this time of yr) ...I read too quick and got mad over nothing, low 40s should be a nice day on Thursday.

whipplem104

With less boost you may simply be at a lower calculated torque and that is the issue. The torque calculations are typically done by rpm/map. See if your tuner can add torque to the tables for the boost level you are running. As far as the dips in output that is torque reduction for the shifts. The ecu reduces torque from a shift status from the tcu but the tcu also has a requested torque value for reducing engine output for other reasons. My guess is that the second dip is a reduced torque request from the tcu because the shift is not completing properly. If you had the correct hardware and software to monitor the CAN messages you could see this but it is pretty complicated stuff.

320 dreamer

yes i was speaking in general terms. at 26* it would be almost impossible to get any kind of traction. thats why all of the tracks around me are closing or closed. to dangerous to launch high hp cars with no grip

cnterline

45 degrees should be ok

blackbenzz

Yes I did but I also did gears at the same time. I don't think the Weistec SC is related to the shifting.
Umm MIR is closed. Where do you get your facts from?

What DA is it that you would never see in FL? PBIR is at lower elevation than MIR. Are you just making stuff up?

I think a 10.0 @ 138 (aka quickest/fastest 55) would warrant posting but I'm not sure. I will just not post and it will be like it never happened right? What have you run in your p car with proefi? DA by you seems really good!

Yes it will be fine with sun and good track prep Good luck!

BC928

This is some exceptional info you are providing. Thank you.

You sound very experienced just like the guys on the yellow bullet when they talk about the 4l80e.

When someone says they have a tune tcu- are any of the parameters you mention below changed? Because if not it seems like it would be a useless thing.

Hulk

You will never see the kind of negative da at pbir that you see at Mir nor the prep

99lightning

keep us updated on the shift issue.

drozsnyai

I wish!!! The police would yank our car off the road if you had a NOS bottle attached in Ontario.
They give us a hard time even if its in the car and not attached!!

blackbenzz

Can you be more specific? Are you saying there is never negative DA at Florida tracks and that the prep isn't good?