[Keith Seymore]

Originally Posted by 69Goat1

That’s exactly the type of info I was looking for! It looks like you made up almost 1/2 second! Outstanding! No jet changes?

No - I run an index class and the "True Street Category", so I didn't make any physical changes.

For St Louis I ran the 10.00 index and won the True Street 10 sec cutoff.

For Martin I bumped my index to 10.25.

(and broke the trans )

K

[johnta1]

That’s all we have here is summer heat and humidity...it’s not a heat wave when it’s the norm...

You could try this Calculator to see what it may be.

Compare ET to new weather conditions

Leave the 2nd ET conditions at the sea level values and compare your Tulsa and Norwalk to sea level conditions.
Or put your Tulsa ET and weather conditions in #1 and Norwalk weather in #2 to see what it would run at Norwalk using the Tulsa run.

[Mr Anonymous]

I've always heard it used in a relative fashion, such as those times when you have a DA thats radically lower than usual. In the Midwest, its the late fall season time when your stuff runs better than it has a reason to - the cool days where the humidity is negligible and the Baro is way up.. Great for setting those Personal Bests that any other time of year you cant get close to running again.

[Stan Weiss]

Originally Posted by GTOGEORGE

Who cares what tulsa weather compared to Norwalk...why was it even mentioned..? Is there a point?

GTO George

Everyone reading the thread but for you George knows what is going on. He came to Norwalk from OK. So he now want to look at Norwalk's weather against his home tracks weather.

Stan

[GTOGEORGE]

Originally Posted by Stan Weiss

Everyone reading the thread but for you George knows what is going on. He came to Norwalk from OK. So he now want to look at Norwalk's weather against his home tracks weather.

Stan

Ok



GTO George

[grandville455]

Originally Posted by 69Goat1

It was mentioned because I want to know the difference would be having less DA and how Norwalk for me was like a power increase yet for some was a power killer... It’s my thread and I am sure there are much mor knowledgeable people on this forum who can help with my question than your close minded, my way or it’s stupid, self...

Johnny
I would think at your power level u should see about .06-.08 for every 1000 ft drop if the cars tuned optimum!

[69Goat1]

Originally Posted by johnta1

You could try this Calculator to see what it may be.

Compare ET to new weather conditions

Leave the 2nd ET conditions at the sea level values and compare your Tulsa and Norwalk to sea level conditions.
Or put your Tulsa ET and weather conditions in #1 and Norwalk weather in #2 to see what it would run at Norwalk using the Tulsa run.

I input my info from my run at Norwalk and then let is show what it should have ran at sea level and this is what I got...




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[69Goat1]

Originally Posted by grandville455

Johnny
I would think at your power level u should see about .06-.08 for every 1000 ft drop if the cars tuned optimum!

Thank you...


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[69Goat1]

Originally Posted by Mr Anonymous

I've always heard it used in a relative fashion, such as those times when you have a DA thats radically lower than usual. In the Midwest, its the late fall season time when your stuff runs better than it has a reason to - the cool days where the humidity is negligible and the Baro is way up.. Great for setting those Personal Bests that any other time of year you cant get close to running again.

I can hardly wait for November for another reason than just deer hunting now...


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[Gary Kubisch]

Originally Posted by grandville455

Johnny
I would think at your power level u should see about .06-.08 for every 1000 ft drop if the cars tuned optimum!

This is about as accurate as it gets.

And start your burnouts in 2nd gear. (Assuming T400?)

[69Goat1]

Originally Posted by Gary Kubisch

This is about as accurate as it gets.

And start your burnouts in 2nd gear. (Assuming T400?)

I have to assume you were at Norwalk...lol. I am still stuck in my youth on the burnouts but I do go all the way to 3rd with it so I don’t roll out in 2nd. I also need to get a different spring rate in my car front and rear because I think I can get a 1.2x 60 out of it...still foot braking it...

[aaronman]

Some real data from my travels over the past couple years. My wife and I race 1/8 mile predominantly and have traveled from Minnesota to Florida and many tracks in between over the past three years. My car has run as fast at 5.27 at Huntsville and Bradenton with -300 DA's. We ran 5.49 this past weekend here in Minnesota with 3300 DA on a bad track. This is the exact same car with jetting changes only. Our engine/trans/gear combination has not changed in that time. For comparison purposes my 1/8mile ET's at Norwalk in the Q16 5.34-5.36. Hope this info is helpful.

[Gary Kubisch]

Originally Posted by 69Goat1

I have to assume you were at Norwalk...lol. I am still stuck in my youth on the burnouts but I do go all the way to 3rd with it so I don’t roll out in 2nd. I also need to get a different spring rate in my car front and rear because I think I can get a 1.2x 60 out of it...still foot braking it...

Yes. Your car is impressive. Fairly docile looking for how fast it is.

Considering the air at Norwalk, I'm confident you'll go 9.20s closer to sea level.

How's you 60ft and mph?

[69Goat1]

Originally Posted by Gary Kubisch

Yes. Your car is impressive. Fairly docile looking for how fast it is.

Considering the air at Norwalk, I'm confident you'll go 9.20s closer to sea level.

How's you 60ft and mph?

My 3 Saturday passes, the last one was a 9.92 but it broke all the torque converter bolts off right around 950 feet into the run and just coasted. You can see the best 60 and 1/8th was the pass the bolts broke in first round of eliminations. Friday night I went 6 rounds in the gamblers race and took home a little money. Of the time run passes I made this weekend 9.46 was the slowest and 9.42 was the fastest and I foot braked it every pass, shift it myself by ear as I never pay attention to the tach...lol




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[Gary Kubisch]

Your first two slips show the exact same et from 660 to 1320 so the third slip would've been a 9.402.

Your 60ft is slightly less than optimum for your et. That said. Better air will prudish more power, which will work the converter harder.

You will run 9.2x or so in "mineshaft" conditions. Assuming the car hooks, it should go at least 1.29. Probably quicker.

[455firebird1969]

Best air I ever saw was at Sears Point in the winter, something like -800’ DA.

Just log & track performance against the DA. It is the accepted method when calculating aircraft performance, so it will work for you race car.

Keep in mind the atmosphere is constantly changing and the DA method simply compares current conditions to a “Standard Air” which only exist in theory…it is a yardstick for measuring air, so to speak.

[grandville455]

Originally Posted by Gary Kubisch

Your first two slips show the exact same et from 660 to 1320 so the third slip would've been a 9.402.

Your 60ft is slightly less than optimum for your et. That said. Better air will prudish more power, which will work the converter harder.

You will run 9.2x or so in "mineshaft" conditions. Assuming the car hooks, it should go at least 1.29. Probably quicker.

That's also where I figured he will be by looking at his slips and mph ran so far, the problem with mine shaft is traction! track is cold , and not A LOT OF HEAT FOR GRIP

[69Goat1]

Originally Posted by Gary Kubisch

Your first two slips show the exact same et from 660 to 1320 so the third slip would've been a 9.402.

Your 60ft is slightly less than optimum for your et. That said. Better air will prudish more power, which will work the converter harder.

You will run 9.2x or so in "mineshaft" conditions. Assuming the car hooks, it should go at least 1.29. Probably quicker.

My coil overs are less than ideal spring rate. I have AFCO DA coil overs with a 450 lb springs. I need to drop that spring rate a lot because if you watch my car leave it’s absolutely flat...doesn’t seem to have any weight transfer. Also the rearend for whatever reason is very hard to turn...always has been. It’s binding in the C-clip eliminator area. The car is very difficult to push and it takes all your effort to turn a wheel with it jacked up and the driveshaft disconnected...it’s been like this since back in the mid 2000’s and I have ground and ground on things trying to loosen it up but it’s still the same...

[Dragncar]

The old Fremont Drag Strip in the Bay Area had about the best air possible. On a big High Tide it was close to 0' elevation.
I hear the property is still undeveloped since its closing. Sad.

[455firebird1969]

Well yeah, on the east side of the salt flats in the bay, yes it is very close to sea level, as you refer to as the “Best Possible air”. There are a lot of drag strips around the country that are close to sea level. What you fail to recognize is the MSL is fixed, it will never change, The atmosphere is the great equalizer, it is a living breathing animal. It can and will change.